Glenfield Waste Services Industrial Rezoning Proposal

Anton Reisch Consulting Pty Ltd

19 Canoon Road Turramurra NSW 2074

Ph 02 9449 5161 Mob 0427 995160

[email protected]

ACN: 150 259 493

Glenfield Waste Services

Industrial Rezoning Proposal

Traffic Impact Assessment

June 2015

prepared for


prepared by

ARC Traffic + Transport

Attachment 2.2

mailto:[email protected]

GWS Rezoning Proposal TIA June 2015

arc Traffic + Transport

Contents pg

Executive Summary i

Introduction 1

1 The Existing Site 3

1.1 Location 3

1.2 Existing Operations 4

1.3 Access 5

1.4 Traffic Generation 6

2 The Existing Road Network 8

2.1 Key Roads 8

2.2 Key Intersections 10

2.3 Peak Period Traffic Flows 12

2.4 Existing Intersection Operations 15

2.5 The Cambridge Avenue Causeway 17

2.6 Crash Data 20

3 Public Transport, Pedestrian and Cycle Access 23

3.1 Rail Services 23

3.2 Bus Services 23

3.3 Pedestrian Access 25

3.4 Cycle Access 25

3.5 Summary 25

4 The Proposal 27

4.1 Industrial Rezoning 27

4.2 Access 29

4.3 Traffic Generation 30

4.4 Trip Distribution 31

4.5 Trip Assignment 34



Contents (continued) pg

5 Sub-Regional Projects 37

5.1 Glenfield Road Urban Release Area 37

5.2 Campbelltown Road Upgrade 37

5.3 Average Annual Growth 38

5.4 Glenfield Link Road 38

5.5 GWS SSD Proposal 39

5.6 Moorebank Avenue Intermodal 39

6 Future Traffic Flows 43

6.1 Base 2024 43

6.2 Base 2024 + Proposal 43

6.3 Base 2024 + Proposal + SSD Proposal 43

7 Future Network Performance 50

7.1 Intersection Upgrades 50

7.2 Future Intersection Performance 52

7.3 Future Road Network Performance 54

8 Conclusions 57

8.1 Traffic Impacts 57

8.2 Sub-Regional Issues 58

8.3 Conclusions 59

Appendix A Traffic Surveys

Appendix B SIDRA Reports

Appendix C RMS Crash Data

Appendix D Sub-Regional Projects


i arc Traffic + Transport

Executive Summary

Glenfield Waste Services (GWS) proposes the rezoning of the certain land at the Glenfield Waste Site, Cambridge Avenue,

Glenfield (the Site) so as to provide for industrial development (the Proposal). The Proposal considers some 60 hectares

(ha) across the southern portion of the Site, but further to the identification of parts of the 60ha most likely not suitable

for traditional industrial development, it is estimated that the Proposal would specifically provide some 28ha for industrial

development, yielding a gross floor area (GFA) of some 198,000m2.

ARC Traffic + Transport (ARC) has prepared a detailed Traffic Impact Assessment (TIA) to appropriately assess the potential

traffic and transport impacts arising from the Proposal. A summary of the TIA findings is provided below.

i. Traffic Generation

The trip generation of the Proposal has been determined with reference to recent RMS surveys of industrial precincts, and

specifically with reference to the surveyed trip generation of the Erskine Park Industrial Estate, which provides warehousing

development and local transport conditions similar to that forecast for the rezoned land.

In the AM [commuter peak hour 7:00am – 8:00am] the Site trip generation is estimated at 265 vehicle trips per hour (vph),

and in the PM [commuter peak hour 4:00pm – 5:00pm] the Site trip generation is estimated at 275vph.

ii. Access

The Site provides 2 existing access points to the local road network, via GWS Road 1 to Cambridge Avenue; and via GWS

Road 2 to Railway Parade (see Figure 1.1.2). The intersection of GWS Road 1 & Cambridge Avenue currently provides

primary access to the Site, but the volume of additional trips generated by the Proposal – along with upgrade constraints

at the intersection of GWS Road 1 & Cambridge Avenue – dictates that a new intersection be provided to Cambridge

Avenue to service the rezoned land.

While a future intersection design will require finalisation further to consultation with Campbelltown City Council and the

RMS, at this time it is expected that a roundabout will be provided.

iii. 2024 Traffic Forecast Scenarios

The trip generation of the Proposal has been assessed against forecast traffic through the adjacent road network for the

year 2024. “Base” 2024 traffic flows specifically include the generation of the Glenfield Road Urban Release Area to the

west of the Site; significant increases in Campbelltown Road through flows at the intersection with Glenfield Road; and a

minor increase in flows further to background average annual growth.


ii arc Traffic + Transport

GWS also proposes a State Significant Development (SSD) of a recycling facility (the Facility) at the Site; the Facility would

be located north of Cambridge Avenue across some 5ha of the rezoned land, and would generate vehicle trips in addition

to the Proposal. The SSD Proposal is the subject of a detailed TIA also prepared by ARC; the potential impacts of the SSD

Proposal generating trips at the same time as the Proposal have also been examined in this TIA.

Following discussions with Transport NSW (TNSW), the RMS, and the Department of Planning & Environment (DP&E), and

further to a detailed analysis of trip generation and distribution, the planned Moorebank Avenue Intermodal(s) has not

been included in the assessment of the 2024 forecast year. Simply, the range of Intermodal trips that could potentially be

generated to the road network under investigation in this TIA is so broad as to not allow an appropriate assignment as part

of this TIA.

As per our discussions with the DP&E, further detailed traffic studies in regard to the Intermodal – and particularly a review

of trip distribution further to a future capacity Intermodal - will be essential prior to Intermodal operations commencing.

iv. Traffic Impacts

With reference to SIDRA intersection analysis, and a review of AustRoads, RMS and other design guidelines, ARC

has determined that the Proposal would have only a very moderate impact on the road network through 2024. In

summary: -

No delay increases such as would significantly reduce Level of Service (LoS) are reported in 2024 further to the

Proposal, nor are there reports of significant capacity reductions or 95%ile queue length increases attributable to the

additional Proposal trips.

The intersection of GWS Road 1 & Cambridge Avenue will continue to report a poor LoS in both the AM and PM

through 2024, being entirely attributable to the right turn GWS Road 1 to Cambridge Avenue. This delay relates to a

handful of [generally heavy] vehicles per hour, but has no impact on the broader operation of the intersection or on

95%ile queue lengths in GWS Road 1 or Cambridge Avenue.

Further to an approval of the SSD Proposal, these delays would be reduced as the SSD Proposal provides for the

majority of this right turn demand to Cambridge Avenue to be redistributed to GWS Road 2 and then Railway Parade.

The intersection of Cambridge Avenue & Moorebank Avenue reports a similarly poor LoS in the PM to the

intersection of Cambridge Avenue & GWS Road 1, but this delay also relates to a very small number of vehicles turning

right from Cambridge Avenue to Moorebank Avenue; as at the intersection of Cambridge Avenue & GWS Road 1, this

right turn delay has no impact on the broader operation of the intersection.

The Proposal has no significant impact on delays, capacity or 95%ile queues at this intersection.


iii arc Traffic + Transport

The roundabout of Cambridge Avenue & Canterbury Road & Glenfield Road & Railway Parade will continue to

operate at a good LoS through 2024 in the AM and PM, with the Proposal having no significant impact on delays,

capacity or 95%ile queues largely as a result of the primary generation of anti-tidal flow trips. In the AM, the worst

delay (to Railway Parade) is actually slightly reduced as the additional westbound trips generated by the Proposal

oppose the primary Canterbury Road to Cambridge Avenue flow, providing in turn more entry opportunities for the

Glenfield Road and Railway Parade approaches. This in turn would assist the SSD Proposal by reducing the potential

for the Railway Parade 95%ile queue to extend to or past the intersection with GWS Road 2.

The roundabout of Glenfield Road & Hurlstone Agricultural College & [for the short term] a South West

Railway Construction Access operates at a good LoS in the AM and PM through 2024, though the single lane capacity

is reduced, and 95%ile queue lengths increased, but in and of itself the Proposal has no significant impact on delays,

capacity or 95%ile queues at this intersection.

The signalised intersection of Glenfield Road & Brampton Avenue & Old Glenfield Road will continue to operate

at a good LoS with moderate delays, though 95%ile queue lengths will be increased, but the Proposal in and of itself

has no significant impact on delays, capacity or 95%ile queues at this intersection.

The intersection of Campbelltown Road & Glenfield Road will accommodate significantly increased traffic flows by

2024. While the intersection will continue to operate at a good LoS (specifically further to the RMS Campbelltown

Road Upgrade Project) 95%ile queue lengths in Campbelltown Road and in Glenfield Road in both the AM and PM

will likely still be significant. These increases relate to broader sub-regional traffic flow increases; the trip generation

of the Proposal in and of itself has no significant impact on delays, capacity or 95%ile queues at this intersection.

The Cambridge Avenue Causeway is estimated to accommodate some 1,800vph in the AM and PM by 2024. While

this flow is within the theoretical capacity of a two lane road, consideration of the width of the Causeway, directional

splits and the lack of an adjacent verge suggests a lower capacity; conversely, the Causeway represents only a very

small section of Cambridge Avenue which more generally provides the characteristics suitable to accommodate higher

capacity flows. As importantly, there is significant separation between the Causeway and the ‘bookend’ intersections

to the east and west such that “free-flow” conditions are observed.

While there is growing pressure to replace the Causeway (with a high level bridge) to ameliorate both traffic and

[perhaps more importantly] flooding issues, the trips generated by the Proposal would in and of themselves have no

significant impact on the operation of the Causeway, assisted by the fact that they are primarily anti-tidal, and therefore

do not significantly increase [nor oppose] the tidal flow in the AM (eastbound) or PM (westbound). The Proposal

would generate less than 5% of two-way flows at the Causeway in 2024.

Finally, the addition of the SSD Proposal trip generation has no impact on these findings, primarily as a result of the

very low generation of the SSD Proposal.


iv arc Traffic + Transport

v. Additional Sub-Regional Issues

While the local road network will operate at a generally good LoS through 2024, it is nonetheless the case that upgrade

requirements are already being considered. The provision of a [four lane] bridge to replace the Causeway remains a subject

of much debate, with the greatest potential for implementation linked very specifically to the Intermodal; however, with

current Intermodal traffic assessments reporting only a very minor Intermodal generation via Cambridge Avenue, this link

is somewhat tenuous.

The assessment of the Intermodal provided in this TIA suggests the potential for significant Intermodal trip generation

through the local road network, particularly for trips to/from Campbelltown Road; and trips to the Hume Motorway via the

Campbelltown Road on-ramp. If such potential is realised, it may be that the bridge (and potentially the Campbelltown

City Council proposed “Link Road” to Campbelltown Road) will be required; this would certainly take pressure off

Moorebank Avenue and the M5 Interchange, at which all but unacceptable delays are reported in the current Intermodal

traffic assessments, even further to recommended upgrade works.

Given that the current Intermodal traffic assessments consider only an Intermodal of 1M unit capacity – and that the final

Intermodal is estimated to provide 1.7M unit capacity – a viable southern route appears essential to the sustainability of

the broader sub-regional (and indeed regional) road network.

vi. Conclusion

It is the conclusion of ARC that the Proposal is supportable, primarily as a result of a moderate trip generation

during the peak periods – simply, the existing and future local road network can accommodate the Proposal with

minimal resulting impacts.

Further to rezoning approval, detailed Traffic Impact Assessments will necessarily be prepared to support future

Development Applications for the Site. These assessments would assess and review traffic and transport conditions at the

time of the Development Applications; as detailed in this TIA, it is the case that there is potential for significant changes to

the road network even in the short term, and any such changes will require appropriate assessment prior to Site

development.

Nonetheless – and specifically further to the detailed consideration of all known local and sub-regional traffic issues

– ARC has determined that there are no identifiable impediments to the rezoning of parts of the southern portion

of the Site for industrial development.


1 arc Traffic + Transport

Introduction

Glenfield Waste Services (GWS) proposes the rezoning of the certain land at the Glenfield Waste Site, Cambridge Avenue,

Glenfield (the Site) so as to provide for industrial development (the Proposal). The Proposal considers some 60 hectares

(ha) across the southern portion of the Site, but further to the identification of parts of the 60ha most likely not suitable

for traditional industrial development, it is estimated that the Proposal would specifically provide some 28ha for industrial

development, yielding a gross floor area (GFA) of some 198,000m2.

As part of a separate application, GWS also proposes a State Significant Development Recycling Facility (the SSD Proposal)

which would occupy 5ha of the 28ha suitable for development. It is noted that the SSD Proposal is not dependent on this

Proposal, but could be development with reference to either the existing or proposed zoning.

ARC Traffic + Transport (ARC) has been commissioned by GWS to prepare this Traffic Impact Assessment (TIA) to

appropriately and independently assess the Proposal. As part of this TIA, ARC has completed a detailed review and

assessment of potential traffic and transport impacts associated with the Proposal.

In this regard, ARC has undertaken an assessment of the existing operation of the local and sub-regional road network

which provides for the Site, and the manner in which that network would operate further to an approval of the Proposal.

This has included: -

On-site observations of the local road network providing Site access to the sub-regional and regional road network,

including vehicle flows, types and speeds; sight distances at key locations; and general road and intersection

operations;

A detailed review of available, and 2013 and 2014 commissioned, traffic survey data;

A review of current Site operations

An assessment of the traffic generation and distribution characteristics of the Proposal;

A detailed review of potential traffic increases and distribution changes within the sub-regional network arising from

the Proposal;

A detailed review of other sub-regional projects – including the SSD Proposal - and trip generation factors which have

the potential to impact traffic flows in the area of investigation;

An assessment of future levels of service at key intersections; and

Reference to the appropriate traffic and transport guidelines and assessment criteria, including: -

o RTA Road Design Guide (RTA RDG)

o RTA Guide to Traffic Generating Developments (RTA Guide)

o RMS Technical Direction 2013 04a – Guide to Traffic Generating Developments; Updated traffic surveys (RMS

Guide Update)

o AustRoads Guide to Road Design Part 4A Unsignalised and Signalised Intersections (AustRoads GRD4A)



ARC has also discussed the Proposal and the scope of work provided in this TIA in detail with Department of Planning &

Environment (DP&E), RMS and Transport for NSW (TNSW) officers; and with traffic and planning officers at Campbelltown

City Council (CC Council) and Liverpool City Council (LCC Council). ARC acknowledges the time and insight provided by

these officers, specifically in regard to sub-regional projects having a bearing on the operation of the broader road network;

traffic forecasting; and sensitivity testing of future traffic scenarios.

It is noted that this TIA supersedes an earlier TIA (October 2014) prepared by ARC in regard to the Proposal, which was

submitted to Council in later 2014 for assessment. Subsequently, Council identified a small number of matters requiring

additional information, and further to our detailed discussions with Council officers, ARC provided a formal response in

regard to those matters. This revised TIA provides no substantial amendments to the TIA of October 2014, but simply

incorporates the formal ARC responses to the Council matters so as to provide a consolidated document for future

consultation/assessment purposes.

Finally, it must be stated that this TIA provides an assessment of the impacts of the Proposal on the adjacent road network

based on an industrial zoning providing for primarily warehouse development, and the resulting trip generation of such

development. This TIA does not provided detailed information in regard to on-site provisions such as internal access and

parking, nor construction traffic management; such details – including any variations from the industrial trip generation

estimated in this TIA, and any changes in the adjacent road network occurring subsequent to this TIA - would necessarily

be examined as part of future Development Applications for the Site.



1 The Existing Site

1.1 Location

The Glenfield Waste Site has an area of some 100 hectares (ha), and is generally bounded by: -

Cambridge Avenue to the south

The Georges River to the east and north-east

The Southern Rail Line & Southern Sydney Freight Rail Line corridor to the west and north-west

The Site in its sub-regional context is shown in Figure 1.1.1, while a more detailed Site plan is provided in Figure 1.1.2.

Figure 1.1.1 Site Location

Source: Google Maps

The GWS Site

GWS



Figure 1.1.2 Glenfield Waste Site

Source: Google Maps & EPS

The East Hill Railway Line running east-west through the centre of the Site generally marks the boundary between LCC

Council (north) and CC Council (south).

1.2 Existing Operations

The portion of the Site north of the East Hills Railway (approximately 40ha) accommodates a licenced non-putrescible waste

facility which will be retained for the continuation of current [landfill] operations. The portion of the Site south of the East

Hills Railway (approximately 60ha) accommodates existing recycling facilities as well as GWS offices and a weighbridge;

this southern portion of the Site includes substantial (unused) land on the southern side of Cambridge Avenue, and a [single

dwelling] residential allotment.

Having operated as a waste management facility since 1979, GWS is open to the public between 6:30am and 4:30pm

Monday to Friday, and from 8:00am to 4:00pm on Saturdays.

The GWS Site

GWS South

GWS North



The Proposal applies to the area of the Site generally north from Cambridge Avenue and south of the East Hills

Railway. The current landfill operations in the northern portion of the Site would not be altered by the Proposal (or by the

concurrent SSD Proposal) with vehicle access and operational capacity (and therefore trip generation) to continue

essentially unchanged. Similarly, the Proposal does not provide for any additional use of the portion of the Site south of

Cambridge Avenue.

1.3 Access

1.3.1 Site Access

Primary vehicle access for the Site is via an access road north from Cambridge Avenue (termed GWS Road 1 for ease of

reference) located approximately 900m east of Canterbury Road (and some 900m west of Moorebank Avenue). GWS Road

1 in turn provides access to all on-site areas associated with GWS operations.

A second access point (termed GWS Road 2) intersects Railway Parade; GWS Road 2 has in the past provided principle

access to the Site (for GWS operations) but is not used for GWS operations at this time, specifically as a result of the need

for both arriving and departing [material carrying] vehicles to pass over the weighbridge in GWS Road 1. Notwithstanding,

GWS Road 2 does currently provide access for the residential dwelling within the Site; and for Railcorp maintenance vehicles

accessing the adjacent rail lines.

1.3.2 Sub-Regional Access

The Site has good access to the broader sub-regional and regional road network. Campbelltown Road (and then Hume

Highway, Hume Motorway and M7) are accessed by Cambridge Avenue and Glenfield Road, while Canterbury Road to the

immediate west of the Site provides alternative access south to Campbelltown through residential suburbs and industrial

precincts including Ingleburn and Minto. Cambridge Road also links east to Moorebank Avenue, which in turn runs north

to an interchange with the M5 and then through to Liverpool.

These access paths are examined in more detailed in Section 2.

While these routes are open to all General Access Vehicles (GAVs), a Restricted Access Vehicle (RAV) route operates between

10:00am and 4:00pm along Glenfield Road and Cambridge Avenue between Campbelltown Road (which is RAV accessible)

and GWS Road 1.

The RAV route specifically provides for the movement of vehicles (generally B-Doubles) of length greater than 19m, and/or

weight greater than 42.5t, but all other vehicles (i.e. up to 19m in length and under 42.5t) can freely travel the length of

Cambridge Avenue, including the Causeway over the Georges River immediately east of the Site.

The RMS RAV route is shown in Figure 1.3.2.



Figure 1.3.2 RMS Restricted Access Vehicle Route

Source: RMS

1.4 Traffic Generation

1.4.1 Traffic Survey

In order to determine the current traffic generation of the GWS operations at the Site, surveys of the intersection of GWS

Road 1 & Cambridge Avenue were conducted in December 2013 and May 2014 by Skyhigh Traffic Surveys; the survey

provides an indication of the current Site trip generation, but importantly the trip generation of the Proposal [and of the

SSD Proposal] would essentially replace these existing flows.

1.4.2 Key Traffic Volumes

Table 1.4.2 provides an hourly summary of daily traffic flows (6:00am - 6:00pm) surveyed on Wednesday 21st May 2014 to

and from the Site via GWS Road 1; as noted above, the Site is open to the public until 4:30pm on weekdays, and as such

there is a significant drop in Site trip generation after this time.



Table 1.4.2 Intersection Flows, GWS Road 1 & Cambridge Avenue

Car

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Tru

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Bu

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Tota

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Car

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Tru

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Bu

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Tota

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Car

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Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

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Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

6:00 to 7:00 8 2 0 10 1,185 54 0 1,239 0 4 0 4 0 0 0 0 176 6 0 182 3 3 0 6 11 9 0 20

6:15 to 7:15 3 2 0 5 1,228 52 0 1,280 1 5 0 6 1 0 0 1 191 9 0 200 4 5 0 9 9 12 0 21

6:30 to 7:30 1 3 0 4 1,287 41 0 1,328 2 6 0 8 1 1 0 2 199 8 0 207 4 5 0 9 8 15 0 23

6:45 to 7:45 1 4 0 5 1,231 28 0 1,259 2 6 0 8 1 3 0 4 207 7 0 214 3 4 0 7 7 17 0 24

7:00 to 8:00 2 3 0 5 1,230 22 0 1,252 2 4 0 6 1 6 0 7 223 6 1 230 1 4 0 5 6 17 0 23

7:15 to 8:15 1 5 0 6 1,178 20 0 1,198 1 4 0 5 1 6 0 7 266 5 1 272 0 3 0 3 3 18 0 21

7:30 to 8:30 1 5 0 6 1,092 30 2 1,124 0 3 0 3 1 7 0 8 302 7 1 310 1 2 0 3 3 17 0 20

7:45 to 8:45 2 3 0 5 1,056 35 2 1,093 0 3 0 3 2 6 0 8 342 8 1 351 1 3 0 4 5 15 0 20

8:00 to 9:00 1 7 0 8 937 32 2 971 0 2 0 2 2 3 0 5 353 9 0 362 1 3 0 4 4 15 0 19

8:15 to 9:15 2 5 0 7 821 26 4 851 0 3 0 3 1 5 0 6 339 8 0 347 3 2 0 5 6 15 0 21

8:30 to 9:30 3 4 0 7 693 15 3 711 0 4 0 4 3 3 0 6 298 6 0 304 2 2 0 4 8 13 0 21

8:45 to 9:45 2 4 0 6 555 10 3 568 0 3 0 3 3 2 0 5 254 4 1 259 2 0 0 2 7 9 0 16

9:00 to 10:00 3 2 0 5 484 9 3 496 0 3 0 3 3 2 0 5 221 6 1 228 2 2 0 4 8 9 0 17

9:15 to 10:15 3 5 0 8 421 13 1 435 0 2 0 2 4 2 0 6 195 9 1 205 0 5 0 5 7 14 0 21

9:30 to 10:30 3 5 0 8 356 15 0 371 0 3 0 3 4 5 0 9 197 13 1 211 1 5 0 6 8 18 0 26

9:45 to 10:45 3 6 0 9 325 16 0 341 0 4 0 4 5 6 0 11 208 14 0 222 1 5 0 6 9 21 0 30

10:00 to 11:00 2 7 0 9 312 14 0 326 0 4 0 4 5 6 0 11 214 12 0 226 1 4 0 5 8 21 0 29

10:15 to 11:15 3 6 0 9 299 9 0 308 0 3 0 3 4 5 0 9 211 10 1 222 1 4 0 5 8 18 0 26

10:30 to 11:30 3 6 0 9 297 8 0 305 0 3 0 3 4 7 0 11 215 6 1 222 1 5 0 6 8 21 0 29

10:45 to 11:45 3 8 0 11 286 7 1 294 0 4 0 4 3 7 0 10 195 10 1 206 1 5 0 6 7 24 0 31

11:00 to 12:00 3 7 0 10 280 8 2 290 0 6 0 6 3 8 0 11 192 8 1 201 1 6 0 7 7 27 0 34

11:15 to 12:15 2 5 0 7 277 7 3 287 0 9 0 9 4 7 0 11 209 7 0 216 1 4 0 5 7 25 0 32

11:30 to 12:30 2 6 0 8 302 6 3 311 0 8 0 8 2 3 0 5 233 10 0 243 1 3 0 4 5 20 0 25

11:45 to 12:45 5 3 0 8 303 5 3 311 1 6 0 7 5 2 0 7 256 8 0 264 1 3 0 4 12 14 0 26

12:00 to 13:00 6 2 0 8 314 3 2 319 1 4 0 5 5 2 0 7 271 10 0 281 1 1 0 2 13 9 0 22

12:15 to 13:15 5 2 0 7 319 4 1 324 1 1 0 2 7 4 0 11 293 14 0 307 1 3 0 4 14 10 0 24

12:30 to 13:30 5 2 0 7 288 2 2 292 1 4 0 5 7 3 0 10 298 10 0 308 0 5 0 5 13 14 0 27

12:45 to 13:45 2 2 0 4 306 3 1 310 0 5 0 5 3 3 0 6 321 10 0 331 1 5 0 6 6 15 0 21

13:00 to 14:00 2 3 0 5 317 4 2 323 0 5 0 5 4 2 0 6 343 10 0 353 1 6 0 7 7 16 0 23

13:15 to 14:15 3 3 0 6 333 4 2 339 0 6 0 6 2 1 0 3 358 7 1 366 2 4 0 6 7 14 0 21

13:30 to 14:30 3 2 0 5 345 5 1 351 1 2 0 3 4 2 0 6 398 13 1 412 3 3 0 6 11 9 0 20

13:45 to 14:45 4 5 0 9 368 5 2 375 2 1 0 3 5 2 0 7 443 12 1 456 2 3 0 5 13 11 0 24

14:00 to 15:00 3 3 0 6 366 3 1 370 3 2 0 5 6 3 0 9 505 13 3 521 2 2 0 4 14 10 0 24

14:15 to 15:15 2 4 0 6 369 3 1 373 3 1 0 4 5 4 0 9 588 15 2 605 1 3 0 4 11 12 0 23

14:30 to 15:30 2 5 0 7 419 5 2 426 2 2 0 4 4 4 0 8 681 12 2 695 1 4 0 5 9 15 0 24

14:45 to 15:45 1 2 0 3 422 5 1 428 2 3 0 5 5 6 0 11 799 15 2 816 2 4 0 6 10 15 0 25

15:00 to 16:00 2 2 0 4 418 5 1 424 2 2 0 4 3 9 0 12 876 13 0 889 2 4 0 6 9 17 0 26

15:15 to 16:15 2 1 0 3 412 6 1 419 2 2 0 4 3 8 0 11 990 14 0 1,004 2 3 0 5 9 14 0 23

15:30 to 16:30 1 0 0 1 367 4 0 371 2 2 0 4 7 8 0 15 1,081 20 1 1,102 1 1 0 2 11 11 0 22

15:45 to 16:45 1 0 0 1 344 3 0 347 1 1 0 2 7 6 0 13 1,131 19 1 1,151 0 1 0 1 9 8 0 17

16:00 to 17:00 0 0 0 0 335 5 0 340 0 1 0 1 7 2 0 9 1,189 27 1 1,217 0 1 0 1 7 4 0 11

16:15 to 17:15 0 0 0 0 333 4 0 337 0 1 0 1 7 1 0 8 1,203 29 1 1,233 0 0 0 0 7 2 0 9

16:30 to 17:30 0 0 0 0 339 3 0 342 0 0 0 0 2 0 0 2 1,199 21 0 1,220 0 0 0 0 2 0 0 2

16:45 to 17:45 0 0 0 0 325 3 0 328 0 0 0 0 0 0 0 0 1,182 25 0 1,207 0 0 0 0 0 0 0 0

17:00 to 18:00 0 0 0 0 306 2 0 308 0 0 0 0 0 0 0 0 1,162 20 0 1,182 0 0 0 0 0 0 0 0

Direction 5

(Through)

Direction 6

(Right Turn)Two-Way

Time Period

Approach Cambridge Avenue Eastbound GWS Road 1 Cambridge Avenue Westbound GWS Road 1

DirectionDirection 10

(Left Turn)

Direction 11

(Through)

Direction 7

(Left Turn)

Direction 9

(Right Turn)

With reference to Table 1.4.2, the survey shows that the Site currently generates: -

Approximately 250 vehicle trips per day (vpd), of which 38% are light vehicles and 62% are heavy vehicles

A peak hourly flow of 34 vehicles per hour (vph) in the hour 11:00am – 12:00pm

A flow of 23 vph in the Cambridge Avenue AM [commuter peak hour 7:00am – 8:00am – see also Section 2.3]

A flow of 11 vph in the Cambridge Avenue PM [commuter peak hour 16:00pm – 17:00pm – see also Section 2.3]



2 The Existing Road Network

The road network which provides Site access to the sub-regional road network, and which in turn will provide for the

Proposal, is shown in Figure 2 and examined in further detail below.

Figure 2 Road Network

2.1 Key Roads

2.1.1 Cambridge Avenue

As discussed, all GWS operational access is currently provided to/from Cambridge Avenue at GWS Road 1. Cambridge

Avenue serves a significant trip demand generated between [primarily] the south and south-west (via Canterbury Road in

particular) and the Holsworthy/Moorebank area and thence through to Liverpool. Cambridge Avenue provides two lanes

for two-way traffic, and has a posted speed limit of 60km/h.

While generally providing [very] wide verges east from Canterbury Road and adjacent to the Site, immediately east of the

Site Cambridge Avenue narrows to the short Causeway over the Georges River (see Section 2.5) before widening again

through to Moorebank Avenue.



2.1.2 Moorebank Avenue

Moorebank Avenue provides connectivity from Cambridge Avenue to Moorebank, the M5 Motorway and through to

Liverpool. Moorebank Avenue generally provides two lanes for two-way traffic with minor additional capacity at local

intersections, and has a posted speed limit of 60km/h.

2.1.3 Glenfield Road

Glenfield Road provides connectivity between Campbelltown Road and the Site [via Cambridge Avenue]. Glenfield Road

generally provides two lanes for two-way traffic, with additional capacity at key intersections, and has a posted speed limit

of 60km/h.

2.1.4 Railway Parade

Railway Parade provides local access to Glenfield railway station and the Glenfield “village” before continuing south into

Macquarie Fields. Railway Parade provides two lanes for two way traffic, and has a posted speed limit of 50km/h.

2.1.5 Canterbury Road

Canterbury Road provides access between Glenfield and the southern suburbs (Macquarie Fields and through to Minto).

Canterbury Road generally provides four traffic lanes (with localised parking and stopping restrictions) for two-way traffic,

and has a posted speed limit of 60km/h.

2.1.6 Sub-Regional and Regional Road Network Connections

As stated, the Site has good connectivity to the sub-regional and then regional road network. Glenfield Road links to

Campbelltown Road, which in turn provides access to the Hume Highway, Hume Motorway (outbound trips), M7 and

Camden Valley Way; while from Moorebank Avenue, connections are available to the M5 which in turn links to the Sydney

motorway network.

From the outset, it is important to state that the generation of the Proposal would in our opinion have no significant impact

on the broader sub-regional road network simply as a result of the very moderate traffic generation potential of the

Proposal, more details of which are provided in Section 4.

This is also the case in regard to Moorebank Avenue, though regardless a more detailed assessment of the future operation

of Moorebank Avenue is not possible at this time further to the ongoing planning of the Moorebank Avenue Intermodal,

which is estimated to generate up to some 1,800vph in Moorebank Avenue upon reaching capacity (see Appendix D.6);

the Proposal by comparison is estimated to generate some 84vph to Moorebank Avenue (see Section 4 below).



As discussed with TNSW, the RMS and the DP&E, it is simply not possible to estimate flows at the [numerous] Moorebank

Avenue intersections with any degree of certainty prior to the finalisation of traffic studies of a “capacity” Intermodal, and

moreover given the continuing uncertainty in regard to Intermodal trip distribution.

A detailed review of the Intermodal is provided in Section 5.6 and in Appendix D.6.

2.2 Key Intersections

2.2.1 Cambridge Avenue & GWS Road 1

As discussed, this priority intersection provides primary access for the Site, and includes: -

A Channelised Left (CHL) deceleration lane Cambridge Avenue to GWS Road 1

A short acceleration lane GWS Road 1 to Cambridge Avenue Road

An Auxiliary Right (AUR) turn treatment Cambridge Avenue to GWS Road 1

2.2.2 Railway Parade & GWS Road 2

This priority intersection provides Basic Left and Right (BAL and BAR) treatments on all approaches. Sight distances are

appropriate to the lower speed environment resulting from GWS Road 2 being situated on the ‘outside’ of the curve of

Railway Parade, maximising sight distances to the south-east and south-west.

2.2.3 Cambridge Avenue & Canterbury Road & Glenfield Road & Railway Parade

This roundabout intersection provides dual approach and departure lanes on all legs, and minimum 8.5m circulating width

(two lane). The dual approach lanes diverge from single lanes in Glenfield Road, Railway Parade and Cambridge Avenue;

dual departure lanes also merge to single lanes in these same roads, and in Canterbury Road so as to provide for an

additional [continuous] slip lane from Cambridge Avenue.

2.2.4 Glenfield Road & Brampton Avenue & Old Glenfield Road

This signalised intersection provides access to the Glenfield Residential Estate, and provides: -

Channelised Right (CHR) lanes Glenfield Road to both Brampton Avenue and Old Glenfield Road

Dual approach lanes in Glenfield Road both eastbound and westbound

Dual approach lanes in both Brampton Avenue and Old Glenfield Road, each with a short dedicated right turn lane



2.2.5 Campbelltown Road & Glenfield Road

This signalised intersection provides: -

A CHR lane Campbelltown Road to Glenfield Road

A CHL lane Campbelltown Road to Glenfield Road

Dual right turn lanes Glenfield Road to Campbelltown Road

A short [unsignalised] left turn slip lane Glenfield Road to Campbelltown Road

This intersection is to be upgraded as part of the RMS Campbelltown Road Upgrade Project. More details in regard to this

project are provided in Section 5.2 and Appendix D.6.

2.2.6 Glenfield Road & Britannia Drive

This intersection is currently under construction, and will provide for left in/left out movements only to/from Britannia

Drive. As discussed with Council – and further in Section 5.1 – this intersection is expected to reduce traffic flows at the

bookend intersections (Glenfield Road & Brampton Avenue & Old Glenfield Road; and Glenfield Road & Atlantic Boulevard)

providing access to the Glenfield Road Urban Release Area and would be little impacted by the additional Glenfield Road

through trips generated by Proposal.

2.2.7 Glenfield Road & Atlantic Boulevard

This signalised intersection provides: -

A CHR lane Glenfield Road to Atlantic Boulevard

Separate left and right turn lanes, Atlantic Boulevard to Glenfield Road

As discussed with Council, it is expected that this intersection would be little impacted by the additional Glenfield Road

through trips generated by the Proposal.

2.2.8 Cambridge Avenue & Moorebank Avenue

This priority intersection provides: -

A CHR Moorebank Avenue to Cambridge Avenue

A short left turn slip lane Cambridge Avenue to Moorebank Avenue

A right turn lane Cambridge Avenue to Moorebank Avenue



2.2.9 Moorebank Avenue Intersections

A number of priority and signalised intersections are provided along Moorebank Avenue between Cambridge Avenue and

the M5 interchange, and numerous intersection upgrades (and potentially new intersections) are proposed to provide for

the Intermodal development. Key intersections include: -

Signalised intersection of Moorebank Avenue & Chatham Avenue, which currently provides access to the

Commonwealth School of Military Engineering Site

Two signalised intersections of Moorebank Avenue & the Defence National Storage Distribution Centre

Signalised intersection of Moorebank Avenue & Anzac Road, which provides access to industrial sites east of

Moorebank Avenue, and thence through to Wattle Road and Heathcote Road

As discussed in Section 2.1.6, it is not possible at this time to gauge the exact level and distribution of additional future

Intermodal trips at these intersections, but it is nonetheless the opinion of ARC that the additional trip generation of the

Proposal would in and of itself have little if any impact on delays at each of these intersections through to the M5 being

only a minor percentage of existing flows, and an even more minor percentage of future flows including Intermodal trips.

2.3 Peak Period Traffic Flows

To provide an appropriate base for the traffic assessment of the Proposal, peak period traffic surveys were conducted at

the key intersections outlined in Section 2.2 above; the surveys were completed in December 2013 and May 2014.

In determining peak hours for assessment, ARC has specifically selected those periods where the generation of the Proposal,

existing commuter peaks and sub-regional project peaks have the potential to coincide and therefore have the highest

collective impact on the local road network.

In the AM, the hour 7:00am – 8:00am represents a significantly high commuter peak through the road network as well as

a higher generation of the Site than earlier periods (when Cambridge Avenue flows actually peak). Similarly, in the PM, the

hour 4:00pm – 5:00pm reports a marginally lower flow in Cambridge Avenue and Glenfield Road than the reported

commuter peak hour (5:00pm – 6:00pm) but is again estimated to coincide with a higher Site generation than later periods.

With reference to the traffic surveys, peak period traffic flows through the local road network are shown in the following

figures: -

Figure 2.3.1 Existing AM Traffic Flows

Figure 2.3.2 Existing PM Traffic Flows



Figure 2.3.1 Existing AM 7:00am – 8:00am

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2.4 Existing Intersection Operations

2.4.1 SIDRA Intersection Model

In order to determine the current levels of service provided at the key intersections through the local road network, the

RMS approved SIDRA intersection model been utilised to determine current intersection operations. The SIDRA inputs

includes peak hour traffic flows and speed profiles, intersection geometry and operational controls, and in turn SIDRA

reports the following key performance measures: -

Level of Service

Level of Service (LoS) is a basic performance indicator assigned to an intersection based on average delay. For

signalised and roundabout intersections, LoS is based on the average delay to all vehicles, while at priority controlled

intersections LoS is based on the worst approach delay. The RMS LoS criteria, which have been used in the assessment,

are provided below: -

Delay

Delay represents the difference between interrupted and uninterrupted travel times through an intersection, and is

measured in seconds per vehicle in this assessment. Delays include queued vehicles accelerating and decelerating

from/to the intersection stop, as well as general delays to all vehicles travelling through the intersection. With

reference to the LoS criteria above, the average intersection delay for signals and roundabouts represents an average

of delays to all vehicles on all approaches, while for priority intersections the average delay for the worst approach is

used.

Degree of Saturation

Degree of Saturation (DoS) is defined as the ratio of demand (arrival) flow to capacity. DoS above 1.0 represent over-

saturated conditions (demand flows exceed capacity) and degrees of saturation below 1.0 represent under-saturated

conditions (demand flows are below capacity). The capacity of the movement with the highest DoS is reported.

The existing performance of key intersections is reported in Table 2.4.1 below.



Table 2.4.1 Existing Intersection Performance

AM PM AM PM AM PM AM PM AM PM

GWS Road 1 & Cambridge Avenue F [A] C 0.7 0.3 77.4 31.7 0.66 0.62 5.0 1.9

GWS Road 2 & Railway Parade A A 0.5 0.4 6.9 6.1 0.10 0.19 4.4 8.1

Cambridge Avenue & Moorebank Avenue A E [A] 5.4 6.5 8.9 58.2 0.76 0.71 60.6 66.8

Cambridge Avenue & Canterbury Road &

Glenfield Road & Railway ParadeA A 9.8 7.2 19.0 11.1 0.60 0.34 33.6 13.0

Glenfield Road & Hurlstone College & South

West Rail AccessA A 6.6 7.6 12.2 12.6 0.64 0.37 48.3 18.0

Glenfield Road & Brampton Avenue & Old

Glenfield RoadB B 24.8 26.2 37.6 35.2 0.71 0.56 146.7 103.2

Glenfield Road & Campbelltown Road B B 28.5 23.7 68.6 80.7 0.54 0.57 116.9 144.0

Queue (m)

2014 Existing Conditions

Level of Service Average Deelay (s) Worst Delay (s) Degree of Saturation

2.4.2 Intersection Performance Summary

In general, the intersection analysis indicates that most of the local intersections operate at a good LoS, with low

average delays and moderate spare capacity; this is particularly the case at the two roundabout intersections and –

simply as a factor of low traffic flows – the intersection of GWS Road 2 & Railway Parade.

The intersection of GWS Road 1 & Cambridge Avenue reports a poor LoS “F” in the AM. This LoS relates to the high

delay experienced by a handful of heavy vehicles assigned to the right turn GWS Road 1 to Cambridge Road; with a

high gap acceptance attributed to heavy vehicles, and the weight of the eastbound flow in Cambridge Avenue, these

delays are quite significant, though the length of queue (95%ile length of 5.0m) more appropriately quantifies the

actual “impacts” of this delay.

The existing AUR turn treatment – though recently ‘superseded’ in the AustRoads standards by the CHR (Short) –

remains in our opinion a more than appropriate turn treatment. The modelling indicates that the queue for the right

turn to GWS Road 1 utilises a fraction of the available “turn” area provided by the AUR, such that through trips

(westbound) are rarely inconvenienced (and certainly not delayed) by needing to use the passing lane. Sight distance

on the approach to the intersection from the east is also good, with the up-grade reducing vehicle speeds.

The intersection of Cambridge Avenue & Moorebank Avenue similarly reports LoS “E” in the PM, but this delay also

relates to a very small number of vehicles turning right from Cambridge Avenue to Moorebank Avenue; as for the

intersection of GWS Road 1 & Cambridge Avenue, this has no impact on the broader operation of the intersection,

nor generates a queue such as would impact the movement of the left turn Cambridge Avenue to Moorebank Avenue.

The signalised intersections of Glenfield Road with Campbelltown Road, and with Brampton Avenue & Old Glenfield

Road, both operate at a good LoS.



2.5 The Cambridge Avenue Causeway

While the performance of key intersections (as assessed in Section 2.4 above) is generally the most significant

consideration in determining the capacity of a road network, general lane capacity can also be important, particularly when

there are constraints to the immediate or efficient provision of additional lane capacity. The Causeway represents such a

constraint, though it must be noted that the impact of a closure of the Causeway due to flooding is perhaps a more

significant driver for the Causeway to be replaced at this time.

2.5.1 Recent History

The “need” for an upgrade of the Causeway has long been a subject of debate, particularly as the route via Cambridge

Avenue to Moorebank Avenue (and vice versa) has become such a significant sub-regional link between Campbelltown

and Moorebank/Holsworthy/Liverpool. Moreover, when flooded and therefore closed to traffic, the +1,500vph currently

using the Causeway in the AM and PM can have a significant impact on other diversionary routes.

To summarise all the proposals, reports, recommendations and responses in regard to the upgrade of the Causeway – even

if taking only a snapshot of the past 5 years - would run to dozens of pages, but it remains the case that funding, or at least

an appropriate funding mechanism, has yet to be found which would provide for an upgrade. CC Council (and LC Council)

have long sought State Government assistance, but this has not been forthcoming to date; rather – and perhaps offering

some shorter term potential – the provision of a high level bridge has more recently been specifically linked to the

development of the Intermodal, i.e. as a piece of infrastructure required as part of the broader Intermodal operations.

Given that current Intermodal traffic assessments report virtually no Intermodal trip generation to the south (i.e. to the

Causeway) this is far from assured (see Section 5.6 and Appendix D.6).

CC Council has provided ARC with a copy of the Report for Cambridge Avenue High Level Bridge Strategic Concept Design

and Cost Estimate (Bridge Report) prepared by GHD in 2009 for CC Council and the RMS. While earlier proposals

referenced a two lane bridge, the Bridge Report examined a four lane bridge that could accommodate future traffic

increases as well as a higher bridge to ensure separation from peak flood levels. It is noted that some of the proposals

examined in Bridge Report restrict access to GWS Road 1; our more recent discussions with the authors of the Bridge

Report further suggest that a more detailed [future] assessment may determine that the bridge be required to extend even

further to the west (i.e. further across the GWS Road 1 intersection).

One of the four bridge options assessed in the Bridge Report is reproduced below.



Figure 2.5.1 Potential High Level Bridge (Option 2)

Source: Bridge Report

Contrary to these investigations, it has very recently been reported that the Department of Defence (DoD) has examined

the closure of Cambridge Avenue west from Moorebank Avenue. While the DoD has publicly stated that the closure is

only one option under investigation as it largely relocates from the Moorebank area, such a closure would have broad

impacts throughout the sub-region, and would certainly require detailed review.

2.5.2 Recent Causeway Statements

Some of the most pertinent [recent] reports regarding the Causeway are provided for reference below.

CC Council Civil Works Report April 2009

Council continues to be involved in a number of areas to gain funding commitments from Government for the provision

of a high level bridge and the safe operation of the existing causeway…correspondence has also been received from the

Minister for Roads, Michael Daley MP, regarding the provision of a high level bridge to replace the present causeway

crossing. The Minister states that advice provided by the Roads and Traffic Authority (RTA) is that upgrading of the

causeway bridge requires serious consideration as part of the transport access options for the proposed Moorebank Inter-

modal Terminal.

The Minister has confirmed the Department of Defence has recently written to the RTA offering an easement on the east

bank of the Georges River to construct the bridge and associated works…The RTA has informed the Minister that they will

liaise further to progress this issue on behalf of all tiers of government when planning and funding for the Moorebank

Inter-modal Terminal becomes more advanced and funding sources for the provision of the Cambridge Avenue high level

bridge has been identified.



CC Council Civil Works Report July 2010

Council has been advised that to facilitate the planning process, a Moorebank Project Office is being established to

manage the detailed planning and approvals for the intermodal terminal, in consultation with all levels of Government,

as well as the local community. It is advised that the Project Office will also consider land transport issues such as the

provision of a high level bridge at Cambridge Avenue in the detailed planning.

Response in the NSW Parliament to Dr Andrew McDonald from the Minister for Roads 2009

…any upgrade to Cambridge Avenue, including a possible high level bridge across the Georges River, must be considered

in conjunction with the transport impacts of the proposed conversion of the Moorebank Defence Lands to civilian use,

including the construction of a large intermodal terminal on part of the site…Under the Nation Building Program, the

Federal Government has set aside $300 million for development of an intermodal freight terminal at Moorebank,

including road and rail connections to the terminal. Pending completion of feasibility and scoping studies for the terminal,

it is not possible to make any definitive statement on the future role and standard of Cambridge Avenue.

Response in the NSW Parliament to Dr Andrew McDonald from the Minister for Roads 2010

The Government has no current plans to construct a high level bridge to replace the causeway. However, pending

completion of feasibility and scoping studies for the proposed intermodal terminals at Moorebank, it is not possible to

make any definitive statement on the future role and standard of Cambridge Avenue.

Amanda Partridge, Macarthur Chronicle Campbelltown, September 2013

THE fate of Cambridge Ave, Glenfield, is still unclear as the Department of Defence confirms it is looking into options

amid a planned move to Holsworthy and West Wattle Grove…A Defence Department spokesman told the Chronicle no

decision had been made yet.

"There are a number of Commonwealth owned roads in the Moorebank area, including a portion of Cambridge Ave," he

said. "These roads were originally built for Defence purposes and are also open to the public… Defence is assessing its

required [sic] use of these roads and will liaise with relevant stakeholders, prior to any decisions being made, including

on whether it would be more appropriate for such roads to be transferred to the relevant state or local authority."

In summary, there is no question that the Causeway will need to be replaced by a bridge if a trafficable “all-weather” link

is to remain via Cambridge Avenue to/from Moorebank Avenue. The dual issues of flooding and traffic appear to point

inevitably to a four lane high level bridge as providing the only viable option to address both issues appropriately, as does

the underlying impression (with reference to the quotes above) that the bridge would be required by the Intermodal.



2.5.3 Causeway Capacity

The operational capacity of a traffic lane in an urban environment varies significantly based on a number of factors,

including terrain, vehicle types, intersection/turning demands and carriageway and verge width amongst others. While

nominal lane capacity is therefore quantitative to a degree, it must also be partially subjective; traffic flows that breach a

nominal capacity will not necessarily or automatically trigger the implementation of additional capacity when costs and

other factors are considered – the Causeway is an excellent example of such.

The 2010 Highway Capacity Manual (HCM) states that the capacity of a two-lane road is 3,200vph, but only under what are

very favourable conditions; wide lanes and verges, flat terrain, no heavy vehicles, and an even directional split. These are

not characteristics of the Causeway – application of HCM (or the similar AustRoads Guide to Traffic Engineering Practice:

Part 2 – Roadway Capacity) capacity equations suggests a substantially lower two-way capacity for a section of road such

as the Causeway.

Conversely, Cambridge Avenue for all but the Causeway provides almost ideal conditions by which to achieve theoretical

capacity – wide lanes, wide verges and [certainly west of the Causeway] flat terrain, and significant separation from

intersections.

A good example of the actual [and indeed current] capacity of the Causeway - and no doubt there are many similar

examples - is provided by [the, albeit recently, upgraded] Windsor Road between Pitt Town Road and Richmond Road. A

study prepared for Hawkesbury Council showed that the [then] very narrow two lane bridge across the Hawkesbury River

was in the peak hours carrying flows in excess of 1,650vph per lane (with a similar tidal demand to that evident at the

Causeway).

The real issue for investigation in such circumstances generally remains the capacity of adjacent intersections where

opposed flows fundamentally reduce capacity. As such, the provision of additional approach lane capacity at either end of

the narrow Windsor Road section resulted in generally good levels of service at the bookend intersections in the peak

hours, and as such consideration of the significant single lane traffic flows was largely immaterial. Observations and traffic

surveys during the peak periods certainly confirm the high tidal flows across the Causeway, but nonetheless the distance

available between the Causeway and the bookend intersections to the east and west, and the lack of delays to the primary

tidal movements at those intersections, means that the high tidal lane flows across the Causeway generally…flow.

There is of course a further area which requires investigation in the case of the Causeway – whether the mix of high flows

and tight geometry are contributing to proportionally higher accident rates. This issue is examined below.

2.6 Crash Data

The RMS has provided crash data to ARC for the period 2008 – 2013, and is presented in full in Appendix B. A summary

of the data is provided below.



2.6.1 Cambridge Avenue

Cambridge Avenue reports 24 crashes for the period 2008 – 2013, with 16 injury crashes (reporting 20 injuries) but no

fatalities. Only 4 crashes were attributed to speeding, which given the long and straight segment of Cambridge Avenue

east from Canterbury Road is perhaps a lower proportion than anticipated. The most common incidents were rear-end

crashes (9) primarily on the approaches to Canterbury Road and to Moorebank Avenue, followed by opposing vehicle

(turning) crashes (4) and off-road crashes (4).

Additionally: -

6 crashes are reported between 200m and 500m east of Canterbury Road, i.e. immediately adjacent to the Site, with a

further single crash (off-road) 25m west of the Causeway

4 crashes at the intersection of Cambridge Avenue & Canterbury Road & Railway Parade & Glenfield Road

8 crashes in Cambridge Avenue between the Causeway and Moorebank Avenue, primarily rear-end crashes on the

approach to Moorebank Avenue

6 crashes at the intersection of Cambridge Avenue & Moorebank Avenue

No crashes at the intersection of Cambridge Avenue & GWS Road 1

No crashes on the Causeway

As reported above, the crash data reports a single accident in the immediate vicinity of the Causeway, while others are

reported as being at such significant distance from the Causeway such that the Causeway is unlikely a factor.

Notwithstanding, ARC notes that the Bridge Report specifically raises the issue of road safety at the Causeway: -

In addition, a number to serious crashes have been recorded at the approaches to the Causeway in recent years. As

a result, the Causeway has developed a poor accident history.

It is difficult to determine what may have changed in recent years to alter the prevalence of incidents at the Causeway,

particularly given that available traffic data suggests little change in traffic flows over the past 5 – 10 years; certainly there

is a [pre-2008] record of numerous incidents, including a fatal accident involving an emergency services vehicle in 2006. It

must therefore be acknowledged that the existing capacity and design conditions discussed in Section 2.5.3 can only

increase the potential for incidents compared to other locations with similar flows but wider lanes/verges, even if such

incidents have not been specifically reported in recent years.

2.6.2 Glenfield Road

Glenfield Road reports 50 crashes for the period 2008 – 2013, the majority being at the intersection of Campbelltown Road.

The 25 injury crashes resulted in 25 but no fatalities. 8 crashes were attributed to speeding, and a further 6 to fatigue. The

most common incidents were rear-end crashes (16) primarily on the approaches to the Campbelltown Road & Glenfield

Road intersection, as well as adjacent approach crashes (7) and a smaller number of opposing vehicle (turning) crashes (4).



Additionally: -

5 crashes are reported at the intersection of Glenfield Road & Brampton Avenue & Old Glenfield Road, the majority

of which relate to right turn conflicts

21 crashes are reported between Campbelltown Road and Canterbury Road, with a variety of crash types including

off-road, rear-end, head-on and out of control on bend; many of the crashes are in close proximity to Campbelltown

Road, Brampton Avenue, and the Glenfield Road overpass

20 crashes are reported at the intersection of Campbelltown Road & Glenfield Road

4 crashes at the intersection of Cambridge Avenue & Canterbury Road & Railway Parade & Glenfield Road

As for Cambridge Avenue, this is not an enviable crash record, though away from key intersections, and with only a small

proportion of crashes attributable to speed, fatigue or road conditions, it is difficult to pinpoint why so many accidents

have occurred in what is generally a well-defined moderate speed environment.



3 Public Transport, Pedestrian & Cycle Access

3.1 Rail services

Glenfield Railway Station is located approximately 1km south-west of the Site (at Railway Avenue), though closer to 2km

from the existing Site offices near GWS Road 1. Glenfield Station is located at the interchange of three railway lines,

including:

The South Line (Campbelltown to City Circle via Granville)

The Cumberland Line (Campbelltown to Blacktown)

The Airport and East Hills Line (Macarthur to City Circle via East Hills and Sydney Airport)

Glenfield Station provides medium – high frequency services across the day. Services on the South and Airport/East Hills

lines operate with a 10 minute frequency in each direction, while services on the Cumberland line generally operate with a

30 minute frequency in each direction.

In 2009, the NSW Government announced the construction of a new 11 kilometre rail line – the South West Rail Link (SWRL)

from Glenfield to Leppington in South West Sydney. The SWRL – currently nearing completion - included upgrades to

Glenfield Rail Station and the line itself as it passes through the Site. Upon completion, the total number of services through

Glenfield Station during the weekday peak hour is estimated to increase from 8 to 12; and by 2020, the number of services

is forecast to rise to 20 during the weekday peak hour.

Complementing the increased services is the [largely completed] Glenfield Transport Interchange, which comprises an

upgrade to Glenfield Station to accommodate the introduction of the SWRL, as well as the construction of a multi-storey

commuter car park. The upgrade also includes changes to Railway Parade to specifically offer enhanced interchange

opportunities through: -

New bus facilities, including priority bus measures

Increased provision for kiss and ride

Improved pedestrian crossing opportunities

Widening of the Railway Parade cycle lanes to 1.5 metres

3.2 Bus services

Bus services in the Glenfield area are provided by Interline, with routes operating past the intersection of Railway Parade &

GWS Road 2, with bus stops located approximately 300m south in Railway Parade. These bus routes are shown Figure 3.2

below.



Figure 3.2 Glenfield Bus Routes

Source: TNSW

With reference to Figure 3.2, available routes via Glenfield Station and Railway Parade include: -

Route 864 Carnes Hill – Glenfield via Horningsea Park

Route 867 Prestons – Glenfield via Prestons

Route 870 Campbelltown – Ingleburn – Liverpool via Glenfield

Route 871 Campbelltown – Ingleburn – Liverpool via Glenfield

Route 872 Campbelltown – Ingleburn – Glenfield – Liverpool via Macquarie Fields



In general, these bus routes provide half hourly services to/from Glenfield during the peak periods. No bus services utilise

Cambridge Avenue.

The South West Sector Bus Servicing Plan identifies a short term and long term bus route that will also travel in the vicinity

of the Site. The short term proposed bus service would travel between Glenfield Station and Ingleburn via Canterbury Road

and Glenfield Road, while the long term bus route would also travel along Canterbury Road and Glenfield Road between

Glenfield Station and Leppington (every 15 minutes in the peak periods).

3.3 Pedestrian Access

Minimal pedestrian facilities are currently provided in the vicinity of the Site, being instead limited to the populous area to

the west of the Site in Railway Parade and Canterbury Road, providing for pedestrians in more immediate proximity to

Glenfield Station and the surrounding village centre and residential areas.

CC Council has a footpath improvement program in place to identify areas of path which need to be replaced, as well as

determine where new footpaths could be provided to achieve maximum use. CC Council uses a weighting system to assess

which areas of footpath to upgrade, as well as where new footpaths should be situated; it is unlikely that Cambridge Avenue

would [under current or proposed usage] qualify for such paths.

3.4 Cycle Access

The Site is well located in terms of opportunities for cycling, being located in [relatively] close proximity to the Liverpool-

Parramatta Rail Trail and the M7 Motorway Cycleway. Notwithstanding, there are limited cycle provisions in the local area,

and no local designated on or off road cycle paths (though it is noted that the most recently available CC Council Bike Plan

from 2010 suggests cycle paths are located in Cambridge Avenue, Canterbury Road and Glenfield Road). Certainly most

local roads (other than the Causeway and the Glenfield Road over-bridge) are available to accommodate cyclist on-road.

The potential exists for more cycle paths to be defined in coming years, and to link to new sub-regional routes currently

being planned, but based on our discussions with CC Council no new bike plan is currently available for review, and a

detailed copy of the 2010 Bike Plan is not available due [per CC Council] to inconsistencies in the 2010 Bike Plan.

3.5 Summary

Notwithstanding the excellent public transport services available within 800m of Glenfield Station, it must be acknowledged

that the nature of the work undertaken at the Site (both currently and further to the Proposal) has little potential to create

(or attract) a significant number of public transport, walk or cycle trips until such time as bus services are provided along

Cambridge Avenue.



The only real potential for reduced vehicle usage in the short term would be in regard to staff trips, but again the

considerable distance from the [central portion of the] Site to either Glenfield Station or to bus stops in Railway Parade –

paired with generally earlier industrial work start times when many services (and specifically bus services) operate at a lower

headway – means that any real mode shift is unlikely in the short term.

This should change in the future. While regular bus routes are unlikely to utilise Cambridge Avenue given the [current]

low patronage levels in Glenfield and Moorebank – and potentially due to the Causeway limitations - developments such

as the Intermodal provide excellent opportunities for bus services to link between Glenfield Station and Moorebank Avenue

and then Liverpool, and as such operate directly past the Site. It is anticipated that future Development Applications would

specifically reference any changes in the sub-region such as would provide for bus access past the Site, and further thence

development Site specific travel plans to promote public transport use.



4 The Proposal

4.1 Industrial Rezoning

GWS proposes the rezoning of the majority of the southern portion of the Site so as to permit industrial [warehouse]

development

4.1.1 Development Yield

Of the 60ha southern portion of the Site considered in the Proposal, certain areas have been identified as being most likely

not appropriate for future traditional industrial development; these areas include: -

Approximately 12ha of land south of Cambridge Avenue (due to the transmission easement)

Approximately 3ha of land adjoining the Georges River

Approximately 15 hectares of landfill that includes the area between the East Hills Railway Line and the CC Council

LGA boundary (this area may facilitate ancillary land uses);

Approximately 2 hectares for setbacks, buffers, open space and infrastructure, including required setbacks to existing

rail lines.

As a result, the total amount of developable area considered in the Proposal is approximately 28ha, with approximately

16.42ha to be developed at a density of 1:1 Floor Space Ratio (FSR); and approximately 11.26ha developed at a density of

0.3:1 FSR. This is estimated to yield some 198,000m2 GFA of industrial space”.

The land considered for rezoning is shown in Figure 4.1.1, while information in regard to lot yield is provided in Table

4.1.1.



Figure 4.1.1 Proposed Rezoning Areas

Source: EPS

Table 4.1.1 Proposed Yield

Source: EPS

4.1.2 Proposed Industrial Land Use

The primary land-use proposed for the rezoned portion of the Site is for large scale industrial warehouse development; this

type of development is expected to specifically capitalise on the potential local employment/employees; good accessibility

of the Site to the sub-regional and regional road network; the excellent potential for future public transport services in

Cambridge Avenue connecting Glenfield and Liverpool; and the proximity of the Site to the proposed Intermodal

immediately east of the Site.



4.2 Access

As discussed in Section 1.3.1, access to the existing GWS operations in the north portion of the Site, and for the SSD

Proposal, will remain via the intersection of GWS Road 1 & Cambridge Avenue. Departure from the landfill operations in

the north of the Site will also remain via GWS Road 1 to Cambridge Avenue, while departures for the SSD Proposal will be

via GWS Road 2 to Railway Parade.

The trip generation of the existing and proposed waste management and recycling facilities further to the SSD Proposal is

relatively minor, and as determined in the SSD TIA can be accommodated by these existing intersections (see also Section

5.5 and Appendix D.5). However, these existing intersections, and specifically GWS Road 1 & Cambridge Avenue, have

little scope to accommodate any significant level of additional trips operating as a priority intersections, and the gradient

through the intersection of GWS Road 1 & Cambridge Avenue, paired with the potential for a future bridge to extend past

this location (as per Section 2.5.1), suggests there is little opportunity for an upgrade.

As such, the Proposal will require a new intersection to Cambridge Avenue.

A new access road (termed GWS Road 3 for ease of reference) is proposed to intersect Cambridge Avenue, likely at a mid-

point between GWS Road 1 and Canterbury Road; the distance between these existing intersections is some 900m, so that

a new intersection would be able to provide appropriate separation.

At this time, it is anticipated that the resulting intersection would be provided as a roundabout, with a design incorporating

the potential for a southern approach accessing parking [or other complying active uses] on the land south of Cambridge

Avenue, which forms part of a transmission easement and is accessible to the main part of the Site via an existing underpass

below Cambridge Avenue (see Figure 1.1.2 for location of underpass). It is noted that the use of the land south of

Cambridge Avenue would necessarily be the subject of a future rezoning/development application, and is not part of this

Proposal.

The final location and design of the intersection would be subject to detailed studies as part of the future Development

Application process. Importantly, there is the potential for changes to the local road network in the short term (see Section

5), and as such it will be essential for future traffic assessments accompanying Development Applications for the Site to

appropriately include such changes (where defined) in future intersection planning.




4.3.1 Warehouse & Distribution Traffic Generation

In determining the traffic generation potential of the Proposal ARC has reference the RMS Guide Update which provides

specific survey data for a number of industrial and warehouse sites across the Sydney metropolitan area. Further to a

review of the available survey data available and on-site observations, it has been determined that the Erskine Park

Industrial Estate reported in the RMS Guide Update has characteristics that best correspond to the Proposal, including: -

Similar location with regard to both regional road access and distance from the Sydney CBD and Parramatta CBD

Adjacent residential precincts

The almost exclusive provision of warehouse space as opposed to commercial, industrial (manufacturing) or office

spaces

The limited availability of public transport at this time, resulting in a higher mode split to private car travel

In addition, the Erskine Park Industrial Estate is the oldest (and therefore most settled in regard to traffic) of the surveys

estates; and – at the time of the surveys – highest occupied of all the industrial sites surveys.

The RMS Guide Update provides the following peak period generation rates for the Erskine Park Industrial Estate: -

Peak [Site] Trip Generation 0.163 trips per 100m2

AM Trip Generation 0.134 trips per 100m2

PM Trip Generation 0.139 trips per 100m2

Based on these trip generation rates, the Proposal would generate: -

Peak Site generation of approximately 320vph

AM generation of 269vph

PM generation of 279vph

These trip estimates also conform to the original generation forecasts for [precincts of] the Erskine Park Industrial Estate,

which were calculated with reference to trips per hectare in the Western Sydney Employment Hub - Proposed Erskine Park

Link Road Network Traffic Study (WSEH Study) prepared for the RTA by Maunsell Australia Pty Ltd. The WSEH Study

adopted a rate of 9 peak hour trips per hectare, specifically to reflect the lower trip generation of warehouse development.

Application of 9 peak hour trips per hectare to the Proposal results in a generation estimate of 252vph, again a similar trip

total to that calculated with reference to the more recent RMS Guide Update.

ARC has adopted the RMS Guide Update flow forecasts for the assessment of the Proposal.



Briefly, the SSD Proposal will occupy some 5ha of the rezoned land, but the potential exists to relocate the Facility to the

northern portion of the Site at some time in the future; this means the potential exists for the entire [developable] 28ha to

be generating industrial trips, at the same time as the SSD Proposal producing peak trips.

Until such a relocation, the Site would actually generate fewer total trips than indicated above, as the application of the

industrial trip generation rates to 5ha results in a higher number of trips than would be generated by the Facility occupying

that same 5ha. This is particularly the case in the PM when the SSD Proposal would generate 30vph – 40vph less than the

same area developed for industrial purposes – the total Site generation further to the Proposal with the Facility occupying

5ha of the rezoned land would be closer to 250vph in the PM.

Notwithstanding – and given the potential for the Facility to be relocated at a future date – the assessment provides for

the separate generation totals of the Proposal and SSD Proposal so as to provide a maximum Site generation.

4.4 Trip Distribution

4.4.1 Employee Trips

A review of 2011 Journey to Work (JTW) data for the travel zones surrounding the Site suggests that staff trips will be

weighted to the west, and specifically to Campbelltown and the south-west, as shown below.

Figure 4.4.1.1 Journey to Work Data – Glenfield and Surrounds

Source: BTS

A review of JTW data for the Ingleburn Industrial Precinct just south of the Site shows a very high percentage of staff trips

generated to and from the south and south-west, and as such the retention of industrial employment within the

Campbelltown LGA.



Figure 4.4.1.2 Journey to Work Data – Ingleburn Industrial Precinct

Source: BTS

In line with these JTW data sets, it is expected that a majority of staff trips will be generated to and from west of the Site,

including trips to/from the south, south-west, north and north-west. With reference to the area of investigation in this TIA,

the following distribution has been used: -

35% of trips to the East, of which: -

o 100% via Moorebank Avenue, of which: -

• 20% north via Moorebank Avenue

• 15% east via M5

65% of trips to the West, of which: -

o 20% from Canterbury Road in the AM

o 15% from Campbelltown Road (south) in the AM

o 30% from Campbelltown Road (north) in the AM of which: -

• 15% from Hume Motorway

• 10% from M7

• 5% from Camden Valley Way

o 20% to Canterbury Road in the PM

o 30% to Campbelltown Road (south) in the PM of which: -

• 15% to Hume Motorway

o 15% to Campbelltown Road (north) in the PM of which: -

• 10% to M7

• 5% to Camden Valley Way



4.4.2 Heavy Vehicle Trips

The distribution of heavy vehicle trips is not as easily forecast as staff trips, and will to a large extend depend on the future

Site operators. Notwithstanding, given the potential for the Site to provide [independent but] ancillary operations for the

Intermodal, it is estimated that the distribution of heavy vehicle trips would be similar to that forecast for the Intermodal,

with the majority of heavy vehicle trips distributed to the north-west, west and south of the Site.

The following heavy vehicle distribution has been used: -

20% of trips to the East, of which: -

o 100% via Moorebank Avenue, of which: -

• 15% north via Moorebank Avenue

• 5% east via M5

80% of trips to the West, of which: -

o 10% from Canterbury Road in the AM

o 15% from Campbelltown Road (south) in the AM

o 55% from Campbelltown Road (north) in the AM of which: -

• 30% from Hume Motorway

• 20% from M7

• 5% from Camden Valley Way

o 10% to Canterbury Road in the PM

o 45% to Campbelltown Road (south) in the PM of which: -

• 30% to Hume Motorway

o 25% to Campbelltown Road (north) in the PM of which: -

• 20% to M7

• 5% to Camden Valley Way

4.4.3 Arrival & Departure Distribution

In the AM, it is estimated that some 80% of employee vehicle trips would be inbound, with 20% outbound. In the PM, this

distribution would be reversed, with 20% of employee trips being inbound and 80% outbound.

In the AM and PM, it is estimated that heavy vehicle trips would generally be split between inbound and outbound trips.



4.5 Trip Assignment

The trip generation determined in Section 4.3 has been assigned to the road network in accordance with the distribution

profile outlined in Section 4.4 above. The resulting traffic flows generated by the Proposal through the road network are

shown the following figures: -

Figure 4.5.1 AM Site Generation

Figure 4.5.1 PM Site Generation



Figure 4.5.1 Future AM Site Trips

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Figure 4.5.2 Future PM Site Trips

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5 Sub-Regional Projects

Appendix D provides a detailed assessment of the numerous sub-regional developments/projects which have the potential

to impact the road network to which the Proposal will generate additional trips. These are summarised below.

5.1 Glenfield Road Urban Release Area

The Glenfield Road Urban Release Area (GRURA) provides for the development of 1,100 residential dwellings, including

980 separate dwellings and 120 townhouse dwellings. All access from the GRURA is to Glenfield Road, with signalised

intersections at Brampton Avenue & Old Glenfield Road; and at Atlantic Boulevard. A left in/left out intersection to Glenfield

Road is also proposed (understood to be near Britannia Drive).

It is estimated that the fully occupied GRURA will generate some 820vph to/from Glenfield Road, of which approximately

50% would travel to the east and 50% to the west. Approximately 60% of trips are estimated to use the intersection of

Glenfield Road & Brampton Avenue & Old Glenfield Road, and 40% the intersection of Glenfield Road & Atlantic Boulevard

once Atlantic Boulevard is connected through to the main part of the estate.

The resulting AM and PM trips generated by the GRURA are detailed in Appendix D.1.

5.2 Campbelltown Road Upgrade

The RMS is currently finalising plans for the Campbelltown Road Upgrade, which includes the intersection of Campbelltown

Road & Glenfield Road. Further to discussions with the RMS and Council, funding for works at the intersection have been

committed as part of the ‘Pinch Point Program’ and will commence in the short term.

Future traffic flow estimates at the intersection are provided in the Campbelltown Road Upgrade Review of Environmental

Factors: Traffic and Transport Modelling Assessment (CR TTMA); provided for a year 2026, these increases are estimated

to be largely evident by this TIA forecast year of 2024 (and have therefore been assessed in their entirety in this TIA).

Significant increases are forecast in the CR TTMA to through flows in Campbelltown Road generated by new residential

activation precincts to the south of Glenfield Road. Conversely – and as discussed in detail with the RMS Upgrade Project

Team – the assessment provided in this TIA (based on recent traffic surveys, and the assessment of the additional GRURA

trip generation potential as per Section 5.1 above) indicates turning flows to/from Glenfield Road that are much higher

than forecast in the CR TTMA (see also Appendix D.2). This discrepancy – discussed at length with the Upgrade Project

Team and CC Council – on the surface appears to be relate to the propose future Glenfield Link Road ;however, information

provided to ARC by the RMS specifically states that this is not the case (see also Section 5.4 below).



As a worst case, the forecast Campbelltown Road through flows provided in the CR TTMA have been paired with the higher

Glenfield Road turning flows determined as part of this TIA. The resulting AM and PM trips generated at the intersection

of Campbelltown Road & Glenfield Road are detailed in Appendix D.2.

5.3 Average Annual Growth

The developments described above, and specifically GRURA and residential activation precincts off Campbelltown Road

south of Glenfield Road, are essentially “certain”, and as such the trips generated by each will be evident in the forecast

year 2024.

Conversely – and as discussed with Council and the RMS - average annual growth in and of itself through the local road

network is expected to be very minor. Average Annual Daily Traffic (AADT) and Average Daily Traffic (ADT) data indicates

almost no growth in flows through the local road network over the past +10 years; rather, growth is generated by targeted

projects within the sub-regional such as those described above. As a result, only a minor (0.5% per annum) average annual

growth factor has been applied through the forecast year 2024 (see also Appendix D.3).

5.4 Glenfield Link Road

CC Council has identified the potential for a new sub-arterial Link Road between Glenfield Road (in the vicinity of the

railway overpass) to Campbelltown Road (likely to an intersection with Beech Road). CC Council has specifically linked the

Link Road proposal with the development of the Intermodal, and it is our understanding that discussions with the [potential]

future operators of the Intermodal in this regard are ongoing at this time. Link Road would potentially then also form part

of broader works in the area including the bridge to replace the Causeway; and potentially a [major or minor] upgrade of

Cambridge Avenue.

However, at this time there is no information to suggest the potential for Link Road to be developed within the 10 year TIA

forecast period. Available Intermodal traffic assessments refute the potential for any significant flow to use the local road

network and - as affirmed by CC Council and our discussions with the RMS Upgrade Project Team - there is no independent

proposal to design or fund the Link Road in the near future.

With reference to Section 5.2 above – and the lower turning flows to/from Glenfield Road identified in the CTR TTMA - it

is noted that future network assessed in the CR TTMA includes a new eastern approach to the Campbelltown Road & Beech

Road intersection, which is where the Link Road is envisaged to meet Campbelltown Road. However, information provided

by the Upgrade Project Team has specifically stated that this is not representative of the Link Road, but rather a new access

for the Hurlstone Agricultural College (HAC) as stated in RMS Campbelltown Upgrade Supplementary Land Use and Socio-

Economic Impact Assessment (Appendix E of the Upgrade documentation available on the RMS website): -



There is currently no access to the school from Campbelltown Road. The proposal would create a southern approach

to the Beech Road intersection, which would facilitate improved access to Roy Watts Road in the future, thereby

improving accessibility of the Hurlstone Agricultural High School.

This new access road has the potential to significantly reduce trips to the HAC via the roundabout off Glenfield Road (and

in turn reduced trips from the west in Glenfield Drive, i.e. turning movements at the intersection of Campbelltown Road &

Glenfield Road, but the Upgrade documentation does not provide any sub-regional modelling in regard to such reductions.

Notwithstanding, based on all available information the RMS proposal to provide access to the HAC only via a new

approach to Campbelltown Road at Beech Road would appear to rule out the Link Road at this time (see also Appendix

D.4)

5.5 GWS SSD Proposal

As discussed in numerous sections above, the SSD Proposal provides for the development of a Recycling Facility across

some 5ha of the Site north of Cambridge Avenue. The SSD Proposal would allow for the recycling of some 385,000 tonnes

per annum (tpa) of recyclable materials, and the continuation of landfill operations in the northern portion of the Site

(65,000tpa). ARC has prepared a detailed TIA for the SSD Proposal, which is summarised in Appendix D.5.

Access to and from the landfill operations in the north of the Site would remain via the intersection of GWS Road 1 &

Cambridge Avenue. Ingress to the Facility would also be via this intersection, with egress to the intersection of GWS Road

2 & Railway Parade.

Further to a detailed review of vehicle capacity data, it is estimated that the SSD Proposal (including both the landfill and

recycling operations) would generate approximately 600 vehicle trips per day (vpd); some 50vph in the AM; and 20vph in

the PM. A significant majority of vehicles would be heavy vehicles. It is estimated that trips will be equally distributed to

the east and west through the day, with the only exception being staff trips which are weighted to/from the west.

With reference to vehicle access, trip generation and trip distribution, the assignment of SSD Proposal trips is detailed in

Appendix D.5.

5.6 The Moorebank Avenue Intermodal

The final – and certainly most significant – sub-regional development proposal is the Intermodal, which is estimated to

provide capacity of 1.7m containers per year, and be developed as either a joint enterprise or as separate operations. From

a traffic and transport perspective, the distinction is not significant – all Intermodal vehicle trips would be generated to

Moorebank Avenue, and then necessarily travel to/from the north or south.

This future trip distribution – to the north or to the south - is a key issue for discussion.



The 2013 SIMTA Transport and Accessibility Impact Assessment (SIMTA TIA) identifies the potential for some 50vph to be

generated to/from Moorebank Avenue south of the 1M [container] Intermodal. Based on the fact that the SIMTA TIA

assessed a 1M Intermodal, this generation might therefore proportionally increase to some 85vph based on a 1.7M

Intermodal.

Based on sensitivity testing by ARC, 85vph would have little impact on the local road network through 2024 even

further to the Proposal and SSD Proposal.

However, available information suggests that the 1.7M Intermodal could generate a significantly higher percentage of the

estimated total peak hour generation of up to 1,800vph to the road network south and west of the Moorebank Avenue, as

summarised below and assessed in detail in Appendix D.6.

5.6.1 Intermodal Trip Distribution

While trips between the Intermodal and many regional locations are more efficient via the Regional Route (which for ease

of reference includes Moorebank Avenue, the M5, Hume Highway and Hume Motorway) the SIMTA TIA identifies very

significant delays along the Regional Route upon the completion of the 1M Intermodal. In Moorebank Avenue for example,

a PM northbound trip through Anzac Road and then to the M5 west is reported to incur average delays of some 7 minutes,

and these delays appear to be little reduced even further to the implementation of all SIMTA TIA road network upgrade

recommendations.

Under such circumstances, the Local Route (which for ease of reference includes Cambridge Avenue and Glenfield Road

between Moorebank Avenue and Campbelltown Road) – which already provides comparable travel times for some SIMTA

TIA identified trip demands to the south and south-west – must be considered a viable alternative; the route to the Hume

Motorway south is a good example given the availability of the on-ramp from Campbelltown Road south of Glenfield Road.

There are also trips identified in the SIMTA TIA that are not only as efficient via the Local Route, but more legible also,

particularly for staff trips. A high number of trips are identified travelling to/from the Hume Highway south of the M5, a

route that would only be used to/from either Camden Valley Way or Campbelltown Road. With little identifiable demand

for trips to/from Camden Valley Way, this can only suggest trips to/from Campbelltown Road, and necessarily trips to/from

Campbelltown Road south of Glenfield Road. Even without the identified delays further to Intermodal operations, the Local

Route again appears a more than viable route for these trips.

5.6.2 Local Route Vehicle Restrictions

The SIMTA TIA states that the Local Route is not accessible by heavy vehicles, and restricts the total trip distribution to the

Local Route to 5% of [smaller] rigid vehicles. The Local Route however is accessible to all heavy vehicles that accord with

the RMS General Access Vehicle classification, being up to 19m in length and less than 42.5t; further to discussions with the

RMS and container transport companies, these limits are specifically considered in the allowance for container weights

precisely so that containers can be transported using GAV routes.



It is the case that oversized RAV’s are not permitted to use the section of Cambridge Avenue between Moorebank Avenue

and GWS Road 1, but the SIMTA TIA estimates that only 30% of all articulated vehicles would be RAV’s. All other articulated

vehicles could potentially use the entire Local Route between Moorebank Avenue and Campbelltown Road.

5.6.3 Potential Intermodal Trip Generation to the Local Route

Further to consideration of the issues raised above, and with specific reference to the delays forecast in the SIMTA TIA

along the Regional Route; and the delays forecast in the CR TTM and this TIA for the Local Route; an assessment of the

potential Intermodal trip distribution to the Local Route can be identified. While full details of this assessment are provided

in Appendix D.6, the assessment suggests the following: -

The Local Route is estimated to provide faster trip times for trips to and from Campbelltown Road south of Glenfield

Road in both the AM and PM; key Regional Route movement delays influencing this estimate include Hume Highway

to M5 eastbound (over 160 seconds average in both peaks) and Moorebank Avenue to M5 westbound (283 seconds

average in the PM).

The Local Route is estimated to provide faster trips times for trips to the Hume Motorway via the Campbelltown Road

on-ramp in the PM, based on the same Regional Route delays identified above, as well as the northbound delay in

Moorebank Avenue through Anzac Road (120 seconds average delay).

In terms of trip generation, the assessment in Appendix D.6 reports the resulting potential for significantly higher flows

than estimated in the SIMTA TIA to use the Local Route during the AM and – to an even greater extent given the Hume

Motorway on-ramp from Campbelltown Road – PM.

Necessarily, ARC has conducted sensitivity testing at key intersections along the Local Route, acknowledging the fact that

the addition of Intermodal trips would itself increase delays along the Local Route. The assessment identifies a potential

“tipping point” where the delays along the Regional Route further to a decrease in trips (diverting to the Local Route) may

equal delays along the Local Route (further to an increase in trips diverting from the Regional Route). However, this finding

relates only to a comparison of the [only available] SIMTA TIA delays along the Regional Route - i.e. based on a 1M

Intermodal – while the Local Route analysis provided in Appendix D.6 includes the potential trip generation of a 1.7M

Intermodal.

5.6.4 Intermodal Summary

It is important that the findings outlined above (and detailed in Appendix D.6) are acknowledged as one potential outcome

of the Intermodal development, particularly given that the Intermodal design and planning process is ongoing; and that

without detailed Regional Route movement delays provided for a scenario with a 1.7M Intermodal and the implementation

of all [SIMTA TIA] upgrade recommendations, it is not possible to provide a comprehensive route comparison.



Notwithstanding, even with all the SIMTA TIA recommended upgrades, the SIMTA TIA reports that average delays at the

key intersections in Moorebank Avenue – and particularly at the M5 Interchange – are not significant reduced. These are

results based on a 1M container Intermodal; while some trip generation efficiencies may be generated by a 1.7M

Intermodal, it appears inevitable that a southern “release valve” will be required.

Based on these findings, it is fundamentally inappropriate to include an assessment of the Intermodal impacts in this TIA.

Simply, the assessment detailed in Appendix D.6 indicates the potential for the 1.7M Intermodal to generate hundreds of

vehicle trips to Local Route, compared to the current SIMTA TIA estimate of 50vph to the Local Route. This range is simply

too broad to assign with any confidence as part of this TIA.



6 Future Traffic Flows

6.1 Base 2024

The Base 2024 road network will include existing trips (Section 2); additional GRURA trips (Appendix D.1); additional trips

at the intersection of Campbelltown Road & Glenfield Road (Appendix D.2); and average annual growth (Appendix D.3).

The resulting flows are shown in Figure 6.1.1 (2024 AM) and Figure 6.1.2 (2024 PM).

6.2 Base 2024 + Proposal

The forecast trip generation of the Proposal (Section 4) has been added to the Base 2024 network flows identified in

Section 6.1 above.


6.3 Base 2024 + Proposal + SSD Proposal

Given the concurrent SSD Proposal, an assessment of the combined projects is warranted. The forecast trip generation of

the SSD Proposal (Appendix D.5) has therefore been added to the Base 2024 + Proposal network flows identified in

Section 6.2 above.




Figure 6.1.1 Base 2024 AM

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7 Future Network Performance

7.1 Intersection Upgrades

While the geometry of most intersections will remain unchanged through 2024, a number of changes/upgrades have been

included in the SIDRA modelling of the 2024 forecast scenarios.

7.1.1 GWS Road 3 & Cambridge Avenue

As discussed, at this time it is expected that a roundabout will be provided at the intersection of GWS Road 3 & Cambridge

Avenue to appropriately provide for the trip demands of the Proposal. The assessment below is based on a standard two

lane roundabout with dual approach lanes diverging from single lanes, and dual departure lanes merging to single lanes,

in Cambridge Avenue.

It is noted that in the future it may be appropriate – and indeed necessary further to the construction of a bridge to replace

the Causeway – to divert some access from the [future] GWS operations from GWS Road 1 GWS Road 3, specifically in

regard to right turn movements (GWS Road 1 to Cambridge Avenue). The potential for such access will be further

developed as part of future development assessments, necessarily accounting to progress [to that time] in regard to the

planning for such a bridge.

7.1.2 Campbelltown Road & Glenfield Road

The CR TTMA provides the following [SIDRA] layout plan for the upgraded intersection of Campbelltown Road & Glenfield

Road: -



Figure 7.1.2.1 Campbelltown Road & Glenfield Road Upgrade Proposal

Source: CR TTMA

Further to our discussions with the RMS and Council, it is our understanding that the intersection will provide pedestrian

crossings of the southern approach of Campbelltown Road, and across Glenfield Road, as per below: -

Figure 7.1.2.2 Campbelltown Road & Glenfield Road Upgrade Proposal



Some components of the Upgrade – the extended right turn and left turn bays from Campbelltown Road to Glenfield Road,

and the extended left turn lane Glenfield Road to Campbelltown Road – will be determined in the final planning for the

intersection. Less clear at this time is the [indicated] widening of Glenfield Road to provide 2 eastbound lanes and 2

westbound lanes (plus the left turn lane).

At present, one of the 2 right turn approach lanes to Glenfield Road is a “short lane” (as defined in SIDRA) with a length of

approximately 90m, while the kerbside eastbound lane is also a short lane requiring a merge to the single eastbound

through lane, approximately 100m from Campbelltown Road. The result of providing a short lane as opposed to a “full

length” lane (again as defined in SIDRA) is that queues are not as likely to form or be as significant on an approach with 2

full length lanes, as they are when there is only one full length lane and 1 short lane. Once queues reach a certain length,

this can also impact delay and capacity.

It is also the case that if these lanes extend east to the intersection of Glenfield Road & Brampton Avenue & Old Glenfield

Road, capacity at that intersection would also improve.

Further to our discussions with the RMS and Council suggesting an imminent upgrade further to the ‘Pinch Point Program’

funding, the SIDRA modelling of the 2024 forecast scenarios has included the proposed upgrades as per Figure 7.1.2.2.

7.1.3 GWS 2 & Railway Parade

The “upgrade” of this intersection – which is relevant only when testing the SSD Proposal - would provide for departure

movements only from GWS Road 2 to Railway Parade, and as such there would be no turning movements from Railway

Parade to GWS Road 2.

7.2 Future Intersection Operations

The operations of all key intersections under the different 2024 forecast scenarios outlined in Section 6 have been assessed

using SIDRA, with the results provided in the tables below.

Table 7.2.1 Base 2024 Intersection Operations


GWS Road 1 & Cambridge Avenue F [A] D 1.1 0.4 135.0 49.1 0.72 0.70 7.8 2.8


Cambridge Avenue & Moorebank Avenue A F [A] 5.6 7.7 9.2 95.2 0.85 0.81 89.7 131.9







Glenfield Road & Campbelltown Road C B 29.2 20.2 72.6 88.6 0.61 0.84 192.2 224.9

2024 Base Conditions

Level of Service Average Deelay (s) Worst Delay (s) Degree of Saturation Queue (m)



Table 7.2.2 Base 2024 + Proposal Intersection Operations


GWS Road 1 & Cambridge Avenue F [A] E 1.2 0.5 182.2 60.9 0.73 0.72 9.8 3.3


GWS Road 3 & Cambridge Avenue (roundabout) A A 3.9 4.1 7.4 10.4 0.50 0.50 28.0 27.7









Queue (m)

2024 + Proposal


Table 7.2.3 Base 2024 + SSD Proposal Intersection Operations












Queue (m)

2024 + SSD Proposal


Table 7.2.4 Base 2024 + Proposal + SSD Proposal Intersection Operations




GWS Road 3 & Cambridge Avenue (roundabout) A A 3.9 4.1 7.3 10.4 0.51 0.50 28.7 27.5









2024 + Proposal + SSD Proposal

Level of Service Average Deelay (s) Worst Delay (s) Degree of Saturation Queue (m)



7.3 Future Road Network Performance

7.3.1 Impacts of the Proposal - Intersections

With reference to the intersection performance results provided in Table 7.2.1 and Table 7.2.2 – and indeed further to the

introduction of the SSD Proposal trips reported in Table 7.2.4 - the Proposal will have little significant impact on the

operation of the local road network, with all performance measures almost identical to those reported for Base 2024

conditions: -

LoS is unchanged further to the Proposal at all but the intersection of GWS Road 1 & Cambridge Avenue, where LoS

moves from LoS “D” to LoS “E” in the PM. However, with the addition of the SSD Proposal – and specifically the

resulting redistribution of trips to GWS Road 2 – LoS improves to a LoS “C” in the PM.

The high delays to the minor right turn movements at GWS Road 1 & Cambridge Avenue in the AM, and at Cambridge

Avenue & Moorebank Avenue in the PM, remain, but as discussed in Section 2.4 these delays apply to a small number

of vehicles only and have no impact on general intersection performance with all other movements operating at a LoS

“A”. Further – and as discussed above – the redistribution of trips provided by the SSD Proposal results in a lower

average delay for the right turn GWS Road 1 to Cambridge Avenue than is reported under Base 2024 conditions.

At the intersection of Glenfield Road & Hurlstone Agricultural College, 95%ile queue lengths on the approach from

Glenfield Road west increase by some 30m from Base 2024 conditions but average delays on this approach remain

minimal. Sensitivity testing indicates that 95%ile queue lengths, average delays and capacity would all be improved

further to the removal of the South West Rail Link access point to the roundabout.

With reference to Section 5.4 above, it is also the case that a new approach to the HAHS via Campbelltown Road at

Beech Road would reduce flows using the Glenfield Road approach (and it is noted these flow reductions would likely

extend back along Glenfield Road to Campbelltown Road).

At the intersection of Glenfield Road & Brampton Avenue & Old Glenfield Road, 95%ile queues increase by some 10m

further to the Proposal, a minor increase proportional to Base 2024 queue lengths, while average delays and capacity

are not significantly affected.


2024. While the intersection will continue to operate at a good LoS (specifically further to the Upgrade) 95%ile queue

lengths in Campbelltown Road and in Glenfield Road in both the AM and PM will still be significant. Notwithstanding,

these 95%ile queues only increase by some 10m (in Glenfield Road) further to the Proposal, a minor increase

proportional to Base 2024 queue lengths, while average delays and capacity are not significantly affected.



Further to discussions with the Upgrade Project Team, final planning for the upgrade of this intersection has not been

completed, and further assessments will review the CR TTMA traffic flow forecasts, particularly given the significantly

higher [than currently forecast] flows to/from Glenfield Road identified in this TIA. .

More broadly across the day, traffic flows through the local road network reduce quickly and significantly outside of

the AM and PM, such that flows generated by the Proposal “through the day” would oppose significantly lower flows

at key intersections, and as such would similarly have only minor impact on intersection operations.

Finally, reference to Table 7.3.4 and Table 7.4.4 indicates that the SSD Proposal trips have no significant impact on

the local network, with virtually no changes to delays, 95%ile queue lengths or capacity further to the introduction of

the SSD Proposal trips in addition to the Proposal trips.

In summary, ARC has concluded that the trip generation of the Proposal would have no significant impact on the

operation of intersections through the local road network through 2024.

7.3.2 Impacts of the Proposal – The Causeway

ARC acknowledges the fact that the Proposal would generate additional heavy vehicle trips to the Causeway. As detailed

in Section 2.5, were this section of Cambridge Avenue a standard width carriageway, this would not be an issue, but the

narrow Causeway does inherently suggest less capacity and less than ideal safety conditions.

While acknowledging in earlier sections the Causeway may be operating at or over a theoretical capacity, it nonetheless

remains the case that it does accommodate high flows principally as a result of the distance to, and capacity of, the booked

intersections to the east and west; and the fact that the constraints of the Causeway are limited to a very short section of

the otherwise well designed Cambridge Avenue.

The Proposal itself would generate a moderate number of trips to the Causeway during the peak periods, some 84vph in

the AM (less than 5% of the two-way flow) and 86 trips in the PM (less than 5% of the two-way flow). The majority of these

trips will also be generated to the non-tidal direction; in the AM, 63vph would be westbound (with the tidal flow eastbound)

and in the PM, 65vph eastbound (with the tidal flow westbound).

ARC has concluded that the additional generation of the Proposal could not be considered as having a significant

impact in and of itself on the capacity or general operations of the Causeway.

Finally, throughout the preparation of this TIA, ARC has discussed the operation of the Causeway at length with Council,

Liverpool Council, the RMS and the Department of Planning, and while there is consensus that a new bridge is required –

and moreover that that bridge should be tied into the Intermodal development – there remains no firm position on when

such might be completed. What is certain is that the existing route via the Causeway remains a key sub-regional route,

not only for commuters but also for sub-regional heavy vehicle movements, the redistribution of which to other routes

could have significant impacts.



7.3.3 Impacts of the Proposal – Cambridge Avenue Travel Time

General trip times along Cambridge Avenue can be determined with reference to the average intersections delays at the

existing (and potentially future) intersections along Cambridge Avenue, and with some general estimate in regard to

potential vehicle speed reductions as a function of traffic volumes, though we note again that the current 85th percentile

speed in Cambridge Avenue west of GWS Road 1 is some 71km/h westbound and 68km/h eastbound, i.e. the relatively

heavy existing flows do not appear to be slowing anyone down.

SIDRA modelling of the intersection of Cambridge Avenue & Moorebank Avenue (see Appendix B1) shows very minor

additional delays to vehicles travelling to and from Moorebank Avenue in the AM and PM further to the Proposal, but in

all cases – for the left turn Cambridge Avenue to Moorebank Avenue, and the right turn Moorebank Avenue to Cambridge

Avenue – those increases are less than 1 second per vehicle.

SIDRA modelling of the intersection of Cambridge Avenue & Canterbury Road & Railway Parade (see Appendix B3) shows

minor additional delays to vehicles travelling to and from Cambridge Avenue from Canterbury Road and Glenfield Road in

the AM and PM further to the Proposal, but in all cases – for the right turn Canterbury Road to Cambridge Avenue and vice

versa, and the through movement Glenfield Road to Cambridge Avenue and vice versa - those increases are less than 1

second per vehicle.

SIDRA modelling of a future intersection of Cambridge Avenue & GWS Road 3 (see Appendix B8) shows what would be

new through movement delays at a [roundabout] intersection of Cambridge Avenue & GWS Road 3 of less than 5 seconds

per vehicle in the AM and PM.

In total therefore, the Proposal would add less than 10 seconds of average delay time to a journey along Cambridge Avenue

between Canterbury Road/Glenfield Road and Moorebank Avenue; ARC is of the opinion that such a delay could not be

considered to be significant.

7.3.4 Impacts of the Proposal – Road Pavement Conditions

It is acknowledged that the Proposal would result in additional impacts on the local road pavement; means of ameliorating

such in consultation with CC Council will necessarily be required at a future date. ARC notes that any potential contributions

would need to be calculated on a proportional basis (i.e. what proportion of general and heavy vehicles are generated by

the Proposal at key locations) and also necessarily include any other potential generators such as the Intermodal; it is in

our opinion essential that any such proportionate funding be based on a realistic future distribution of Intermodal trips to

the southern route.



8 Conclusions

ARC has prepared a detailed and independent assessment of the Proposal, specifically focusing on the potential of trips

generated by the Proposal to impact the local road network. The assessment has included a detailed analysis of the trip

generation and distribution characteristics of the Proposal, as well as detailed analysis of potential sub-regional trip

generating projects so as provide an appropriate assignment of Proposal trips to the local road network for a forecast year

2024.

8.1 Traffic Impacts

With reference to SIDRA intersection analysis, and a review of AustRoads, RMS and other design guidelines, ARC

has concluded that the Proposal would have no significant impact on the local road network through 2024. In

summary: -

No delay increases such as would significantly reduce Level of Service (LoS) are reported in 2024 further to the

introduction of the Proposal, nor are there reports of any significant capacity reductions or 95%ile queue length

increases attributable to the additional Proposal trips.

The intersection of GWS Road 1 & Cambridge Avenue will continue to report a poor LoS in both the AM and PM

through 2024, being entirely attributable to the right turn GWS Road 1 to Cambridge Avenue. Further to an approval

of the SSD Proposal (as well as the Proposal), these delays would be reduced as the majority of the right turn demand

to Cambridge Avenue would be redistributed to GWS Road 2.

The intersection of Cambridge Avenue & Moorebank Avenue reports a similarly poor LoS in the PM to the intersection

of Cambridge Avenue & GWS Road 1, but this delay also relates to a very small number of vehicles turning right from

Cambridge Avenue to Moorebank Avenue and has no impact on the broader operation of the intersection. The

Proposal itself has no significant impact on delays, capacity or 95%ile queues at this intersection.

The roundabout of Cambridge Avenue & Canterbury Road & Glenfield Road & Railway Parade will continue to operate

at a good LoS through 2024 in the AM and PM, with the Proposal having no significant impact on delays, capacity or

95%ile queues at this intersection.

The roundabout of Glenfield Road & Hurlstone Agricultural College & [for the short term] a South West Railway

Construction Access operates at a good LoS in the AM and PM through 2024, though the single lane capacity is

reduced and 95%ile queue lengths increased, but in and of itself the Proposal has no significant impact on delays,

capacity or 95%ile queues at this intersection.



The signalised intersection of Glenfield Road & Brampton Avenue & Old Glenfield Road will continue to operate at a

good LoS with moderate delays, though 95%ile queue lengths will be increased, but the Proposal in and of itself has

no significant impact on delays, capacity or 95%ile queues at this intersection.


2024. While the intersection will continue to operate at a good LoS (specifically further to the Upgrade) 95%ile queue

lengths in Campbelltown Road and Glenfield Road in both the AM and PM will likely still be significant, but the Proposal

in and of itself has no significant impact on delays, capacity or 95%ile queues at this intersection.

The Causeway is estimated to accommodate some 1,800vph in the AM and PM by 2024. While this flow is within the

theoretical capacity of a two lane road, consideration of the width of the Causeway, directional splits and the lack of

an adjacent verge suggests a much lower capacity; conversely, the Causeway represents only a very small section of

Cambridge Avenue which more generally provides the characteristics suitable to accommodate higher flows. As

importantly, there is significant separation between the Causeway and the ‘bookend’ intersections to the east and

west.

While there is growing pressure to replace the Causeway (with a high level bridge) to ameliorate both traffic and

[perhaps more importantly] flooding issues, the trips generated by the Proposal would in and of themselves have no

significant impact on the operation of the Causeway.

Finally, the addition of the SSD Proposal trip generation has no impact on these findings, primarily as a result of the

very low generation of the SSD Proposal. As such, the Proposal and SSD Proposal could both be accommodated by

the local road network through 2024.

8.2 Sub-Regional Issues

While the local road network will operate at a generally good LoS through 2024, it is nonetheless the case that upgrade

requirements are already being considered. The provision of a [four lane] bridge to replace the Causeway remains a subject

of much debate, with the greatest potential for implementation linked very specifically to the Intermodal; however, with

the SIMTA TIA reporting only a very minor Intermodal generation via Cambridge Avenue, this link is somewhat tenuous.

The assessment of the Intermodal provided in this TIA suggests the potential for significant Intermodal trip generation

through the local road network, particularly for trips to/from Campbelltown Road; and trips to the Hume Motorway via the

Campbelltown Road on-ramp. If such potential is realised, it may be that the bridge [and potentially the proposed Link

Road to Campbelltown Road] will be required; this would certainly take pressure off Moorebank Avenue and the M5

Interchange, at which all but unacceptable delays are reported in the available Intermodal documents, even further to the

SIMTA TIA recommended upgrade works.

Given that the SIMTA TIA considers only a 1M Intermodal rather than the capacity 1.7M Intermodal – a viable southern

route appears essential to the sustainability of the broader sub-regional (and indeed regional) road network.



8.3 Conclusion

Notwithstanding the broader sub-regional trip generation and infrastructure issues outlined above, it is the conclusion of

ARC that the Proposal is supportable, primarily as a result of a moderate trip generation during the peak periods –

simply, the existing and future local road network can accommodate the Proposal with minimal resulting impacts.

Further to a rezoning, detailed Traffic Impact Assessments will necessarily be prepared to support future Development

Applications for the Site. These assessments will be required to assess and review traffic and transport conditions at the

time of the applications; as detailed in this TIA, it is the case that there is potential for the local road network to change in

even the short term, and any such changes will require assessment prior to Site development.

Nonetheless – and specifically further to the detailed consideration of local and sub-regional traffic issues – ARC

has determined that there are no identifiable impediments to the rezoning of the southern portion of the Site for

industrial development.



Ph 02 9449 5161 Mob 0427 995160

[email protected]

ACN: 150 259 493




June 2015

Appendix A Traffic Survey Data


GWS Rezoning Proposal TIA Appendix A Traffic Survey Data June 2015


Contents

1 Intersection Surveys

Table 1.1 Intersection Cambridge Avenue & Moorebank Avenue

Table 1.2 Intersection Cambridge Avenue & GWS Road 1

Table 1.3 Intersection Cambridge Avenue & Canterbury Road & Glenfield Road & Railway Parade

Table 1.4 Intersection Railway Parade & GWS Road 2

Table 1.5 Intersection Glenfield Road & Hurlstone Agricultural College

Table 1.6 Intersection Glenfield Road & Brampton Avenue & Old Guildford Road

Table 1.7 Intersection Campbelltown Road & Glenfield Road

2 Cambridge Avenue Automatic Traffic Counter

Table 2.1 Average Daily Traffic (Two-Way)

Table 2.2 Average Daily Traffic (Eastbound)

Table 2.3 Average Daily Traffic (Westbound)

Table 2.4 Vehicle Class Summary

Table 2.5 Skyhigh Traffic Vehicle Classification Scheme

All traffic surveys conducted and reported by Skyhigh Traffic.



Table 1.1 Cambridge Avenue & Moorebank Avenue

Job No. : N1284 C

Client : ARC D

Suburb : Glenfield

Location : Cambridge Ave/Moorebank Ave

Day/Date : Thursday, 12th Dec 2013

Weather : Fine

Description : Classified Intersection Count A

: Hourly SummaryC

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7:00 to 8:00 8 3 0 11 36 5 1 42 0 0 0 0

7:15 to 8:15 10 4 0 14 53 4 1 58 0 0 0 0

7:30 to 8:30 11 6 0 17 68 3 0 71 0 0 0 0

7:45 to 8:45 11 5 0 16 76 5 0 81 0 0 0 0

8:00 to 9:00 10 5 1 16 79 6 0 85 0 0 0 0

18 8 1 27 115 11 1 127 0 0 0 0

16:00 to 17:00 30 7 0 37 58 10 0 68 0 0 0 0

16:15 to 17:15 43 14 0 57 52 6 0 58 0 0 0 0

16:30 to 17:30 43 16 0 59 36 4 0 40 0 0 0 0

16:45 to 17:45 53 15 0 68 35 4 0 39 0 0 0 0

17:00 to 18:00 63 14 0 77 34 1 0 35 0 0 0 0

93 21 0 114 92 11 0 103 0 0 0 0

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7:00 to 8:00 150 9 4 163 238 8 0 246 0 0 0 0 1,135 39 0 1,174 86 2 0 88 0 0 0 0

7:15 to 8:15 107 4 4 115 264 11 0 275 0 0 0 0 1,113 36 0 1,149 63 2 0 65 0 0 0 0

7:30 to 8:30 85 3 1 89 289 17 0 306 0 0 0 0 1,056 29 1 1,086 38 2 0 40 0 0 0 0

7:45 to 8:45 86 3 0 89 293 19 3 315 0 0 0 0 983 25 2 1,010 34 3 0 37 0 0 0 0

8:00 to 9:00 88 5 0 93 280 16 6 302 0 0 0 0 847 25 2 874 33 2 0 35 0 0 0 0

238 14 4 256 518 24 6 548 0 0 0 0 1,982 64 2 2,048 119 4 0 123 0 0 0 0

16:00 to 17:00 17 4 0 21 1,125 30 0 1,155 0 0 0 0 331 4 1 336 1 1 0 2 0 0 0 0

16:15 to 17:15 14 4 0 18 1,143 28 0 1,171 0 0 0 0 330 3 1 334 2 1 0 3 0 0 0 0

16:30 to 17:30 12 1 0 13 1,191 22 0 1,213 0 0 0 0 326 4 1 331 5 1 0 6 0 0 0 0

16:45 to 17:45 12 1 0 13 1,209 25 0 1,234 0 0 0 0 328 4 1 333 8 1 0 9 0 0 0 0

17:00 to 18:00 14 1 0 15 1,193 26 0 1,219 0 0 0 0 326 3 1 330 10 0 0 10 0 0 0 0

31 5 0 36 2,318 56 0 2,374 0 0 0 0 657 7 2 666 11 1 0 12 0 0 0 0

Cam

bri

dge

Ave

Approach Moorebank Ave

AM Totals

PM Totals

Direction

Time Period

AM Totals

PM Totals

Direction

Approach

Time Period

Direction 8

(Through)

Direction 9

(Right Turn)

Direction 9U

(U Turn)

Moorebank Ave

Direction 2

(Through)

Direction 3U

(U Turn)

Direction 1

(Left Turn)

Moorebank Ave

Moorebank Ave

Direction 10

(Left Turn)

Direction 12

(Right Turn)

Direction 12U

(U Turn)

Cambridge Ave

10

12 1

2U

1 2 3U

9U 9 8N



Table 1.2 Cambridge Avenue & GWS Road 1

Car

s

Tru

cks

Bu

ses

To

tal

Car

s

Tru

cks

Bu

ses

To

tal

Car

s

Tru

cks

Bu

ses

To

tal

Car

s

Tru

cks

Bu

ses

To

tal

Car

s

Tru

cks

Bu

ses

To

tal

Car

s

Tru

cks

Bu

ses

To

tal

6:00 to 6:15 26 0 0 26 0 0 0 0 0 0 0 0 0 0 0 0 6 0 0 6 273 12 0 285

6:15 to 6:30 43 2 0 45 0 1 0 1 0 0 0 0 0 0 0 0 2 0 0 2 294 14 0 308

6:30 to 6:45 51 2 0 53 1 2 0 3 0 1 0 1 0 0 0 0 0 1 0 1 336 14 0 350

6:45 to 7:00 56 2 0 58 2 0 0 2 0 3 0 3 0 0 0 0 0 1 0 1 282 14 0 296

7:00 to 7:15 41 3 0 44 1 2 0 3 1 1 0 2 1 0 0 1 1 0 0 1 316 10 0 326

7:15 to 7:30 51 1 0 52 0 1 0 1 1 1 0 2 0 1 0 1 0 1 0 1 353 3 0 356

7:30 to 7:45 59 1 0 60 0 1 0 1 0 1 0 1 0 2 0 2 0 2 0 2 280 1 0 281

7:45 to 8:00 72 1 1 74 0 0 0 0 0 1 0 1 0 3 0 3 1 0 0 1 281 8 0 289

8:00 to 8:15 84 2 0 86 0 1 0 1 0 1 0 1 1 0 0 1 0 2 0 2 264 8 0 272

8:15 to 8:30 87 3 0 90 1 0 0 1 0 0 0 0 0 2 0 2 0 1 0 1 267 13 2 282

8:30 to 8:45 99 2 0 101 0 2 0 2 0 1 0 1 1 1 0 2 1 0 0 1 244 6 0 250

8:45 to 9:00 83 2 0 85 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 4 162 5 0 167

9:00 to 9:15 70 1 0 71 2 0 0 2 0 2 0 2 0 2 0 2 1 0 0 1 148 2 2 152

9:15 to 9:30 46 1 0 47 0 0 0 0 0 1 0 1 2 0 0 2 1 0 0 1 139 2 1 142

9:30 to 9:45 55 0 1 56 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 106 1 0 107

9:45 to 10:00 50 4 0 54 0 2 0 2 0 0 0 0 0 0 0 0 1 2 0 3 91 4 0 95

10:00 to 10:15 44 4 0 48 0 3 0 3 0 1 0 1 1 2 0 3 1 3 0 4 85 6 0 91

10:15 to 10:30 48 5 0 53 1 0 0 1 0 2 0 2 2 3 0 5 1 0 0 1 74 4 0 78

10:30 to 10:45 66 1 0 67 0 0 0 0 0 1 0 1 2 1 0 3 0 1 0 1 75 2 0 77

10:45 to 11:00 56 2 0 58 0 1 0 1 0 0 0 0 0 0 0 0 0 3 0 3 78 2 0 80

11:00 to 11:15 41 2 1 44 0 3 0 3 0 0 0 0 0 1 0 1 2 2 0 4 72 1 0 73

11:15 to 11:30 52 1 0 53 1 1 0 2 0 2 0 2 2 5 0 7 1 0 0 1 72 3 0 75

11:30 to 11:45 46 5 0 51 0 0 0 0 0 2 0 2 1 1 0 2 0 3 0 3 64 1 1 66

11:45 to 12:00 53 0 0 53 0 2 0 2 0 2 0 2 0 1 0 1 0 2 0 2 72 3 1 76

12:00 to 12:15 58 1 0 59 0 1 0 1 0 3 0 3 1 0 0 1 1 0 0 1 69 0 1 70

12:15 to 12:30 76 4 0 80 1 0 0 1 0 1 0 1 0 1 0 1 1 1 0 2 97 2 0 99

12:30 to 12:45 69 3 0 72 0 0 0 0 1 0 0 1 4 0 0 4 3 0 0 3 65 0 1 66

12:45 to 13:00 68 2 0 70 0 0 0 0 0 0 0 0 0 1 0 1 1 1 0 2 83 1 0 84

13:00 to 13:15 80 5 0 85 0 3 0 3 0 0 0 0 3 2 0 5 0 0 0 0 74 1 0 75

13:15 to 13:30 81 0 0 81 0 2 0 2 0 4 0 4 0 0 0 0 1 1 0 2 66 0 1 67

13:30 to 13:45 92 3 0 95 1 0 0 1 0 1 0 1 0 0 0 0 0 0 0 0 83 1 0 84

13:45 to 14:00 90 2 0 92 0 1 0 1 0 0 0 0 1 0 0 1 1 2 0 3 94 2 1 97

14:00 to 14:15 95 2 1 98 1 1 0 2 0 1 0 1 1 1 0 2 1 0 0 1 90 1 0 91

14:15 to 14:30 121 6 0 127 1 1 0 2 1 0 0 1 2 1 0 3 1 0 0 1 78 1 0 79

14:30 to 14:45 137 2 0 139 0 0 0 0 1 0 0 1 1 0 0 1 1 3 0 4 106 1 1 108

14:45 to 15:00 152 3 2 157 0 0 0 0 1 1 0 2 2 1 0 3 0 0 0 0 92 0 0 92

15:00 to 15:15 178 4 0 182 0 2 0 2 0 0 0 0 0 2 0 2 0 1 0 1 93 1 0 94

15:15 to 15:30 214 3 0 217 1 2 0 3 0 1 0 1 1 1 0 2 1 1 0 2 128 3 1 132

15:30 to 15:45 255 5 0 260 1 0 0 1 1 1 0 2 2 2 0 4 0 0 0 0 109 1 0 110

15:45 to 16:00 229 1 0 230 0 0 0 0 1 0 0 1 0 4 0 4 1 0 0 1 88 0 0 88

16:00 to 16:15 292 5 0 297 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 0 87 2 0 89

16:15 to 16:30 305 9 1 315 0 0 0 0 0 1 0 1 5 1 0 6 0 0 0 0 83 1 0 84

16:30 to 16:45 305 4 0 309 0 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 86 0 0 86

16:45 to 17:00 287 9 0 296 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 79 2 0 81

17:00 to 17:15 306 7 0 313 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 85 1 0 86

17:15 to 17:30 301 1 0 302 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 89 0 0 89

17:30 to 17:45 288 8 0 296 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 72 0 0 72

17:45 to 18:00 267 4 0 271 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 60 1 0 61

5,725 140 7 5,872 15 36 0 51 8 37 0 45 39 43 0 82 32 38 0 70 6,484 161 13 6,658

Time Period

12hr Totals

Approach

ThroughLeft Turn

Cambridge Avenue EastboundCambridge Avenue Westbound GWS Road 1

Right TurnDirection Through Left Turn Right Turn



Table 1.3 Cambridge Avenue & Canterbury Road & Glenfield Road & Railway Parade

Job No. : N1284 C

Client : ARC D

Suburb : Glenfield

Location : Glenfield Rd/Railway Pde/Canterbury Rd


Weather : Fine B


: Hourly SummaryC

ars

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

7:00 to 8:00 273 4 3 280 10 1 0 11 833 19 0 852 0 0 0 0 175 7 0 182 41 1 0 42 22 1 0 23 0 0 0 0

7:15 to 8:15 266 1 4 271 10 1 0 11 798 20 0 818 0 0 0 0 185 9 0 194 51 2 0 53 22 1 0 23 0 0 0 0

7:30 to 8:30 265 5 1 271 10 1 0 11 739 19 0 758 1 0 0 1 204 11 0 215 54 2 0 56 30 1 0 31 0 0 0 0

7:45 to 8:45 272 5 2 279 10 0 0 10 678 19 0 697 1 0 0 1 205 13 0 218 58 2 0 60 39 2 2 43 0 0 0 0

8:00 to 9:00 257 9 2 268 10 0 0 10 579 18 0 597 1 0 0 1 191 12 1 204 51 2 0 53 43 2 5 50 0 0 0 0

530 13 5 548 20 1 0 21 1,412 37 0 1,449 1 0 0 1 366 19 1 386 92 3 0 95 65 3 5 73 0 0 0 0

16:00 to 17:00 199 3 0 202 11 0 0 11 235 1 1 237 0 0 0 0 778 20 0 798 132 9 0 141 229 12 0 241 0 0 0 0

16:15 to 17:15 191 4 0 195 14 0 0 14 235 1 1 237 0 0 0 0 804 19 0 823 137 18 0 155 242 11 0 253 0 0 0 0

16:30 to 17:30 185 3 0 188 13 0 0 13 230 3 1 234 0 0 0 0 829 14 0 843 135 23 0 158 260 7 0 267 0 0 0 0

16:45 to 17:45 180 4 0 184 10 0 0 10 236 3 0 239 1 0 0 1 845 16 0 861 139 22 0 161 254 8 0 262 0 0 0 0

17:00 to 18:00 189 2 0 191 6 0 0 6 228 3 0 231 1 0 0 1 856 21 0 877 148 18 0 166 244 5 0 249 0 0 0 0

388 5 0 393 17 0 0 17 463 4 1 468 1 0 0 1 1,634 41 0 1,675 280 27 0 307 473 17 0 490 0 0 0 0

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

7:00 to 8:00 263 14 0 277 5 0 0 5 104 3 6 113 0 0 0 0 173 3 7 183 127 3 0 130 98 6 1 105 0 0 0 0

7:15 to 8:15 239 15 0 254 4 0 0 4 111 3 5 119 0 0 0 0 207 4 7 218 110 2 0 112 126 7 1 134 0 0 0 0

7:30 to 8:30 230 9 0 239 4 0 0 4 119 3 4 126 0 0 0 0 211 3 7 221 99 1 1 101 158 6 1 165 0 0 0 0

7:45 to 8:45 210 5 0 215 0 0 0 0 111 2 5 118 0 0 0 0 204 2 5 211 102 2 2 106 192 5 1 198 0 0 0 0

8:00 to 9:00 177 3 0 180 0 1 0 1 101 3 3 107 0 0 0 0 174 1 5 180 95 1 2 98 212 6 0 218 0 0 0 0

440 17 0 457 5 1 0 6 205 6 9 220 0 0 0 0 347 4 12 363 222 4 2 228 310 12 1 323 0 0 0 0

16:00 to 17:00 70 3 0 73 7 0 0 7 82 1 7 90 1 0 0 1 168 5 7 180 46 0 0 46 282 9 3 294 1 0 0 1

16:15 to 17:15 65 3 0 68 7 0 0 7 91 1 7 99 1 0 0 1 182 6 6 194 46 0 0 46 288 10 4 302 1 0 0 1

16:30 to 17:30 63 3 0 66 6 0 0 6 101 3 9 113 1 0 0 1 185 3 7 195 51 0 0 51 263 7 4 274 0 0 0 0

16:45 to 17:45 63 1 0 64 4 0 0 4 115 3 9 127 0 0 0 0 184 1 9 194 49 0 0 49 275 6 2 283 0 0 0 0

17:00 to 18:00 65 0 0 65 1 0 0 1 118 2 9 129 0 0 0 0 174 1 6 181 51 0 0 51 266 3 2 271 0 0 0 0

135 3 0 138 8 0 0 8 200 3 16 219 1 0 0 1 342 6 13 361 97 0 0 97 548 12 5 565 1 0 0 1

Direction 9

(Right Turn)

Direction 9U

(U Turn)

Direction 2

(Through)

Direction 3

(Right Turn)

Direction 3U

(U Turn)

Railway Pde

Direction 1

(Left Turn)

Approach

Direction 8

(Through)

Direction

Approach

Time Period

AM Totals

PM Totals

Time Period

AM Totals

PM Totals


(Left Turn)

Cambridge Ave

Railway Pde

Canterbury Rd

Canterbury Rd

Cam

bri

dge

Ave

Gle

nfi

eld

Rd

Direction 6

(Right Turn)

Direction 6U

(U Turn)

Direction 10

(Left Turn)

Direction 11

(Through)

Direction 12

(Right Turn)

Direction 12U

(U Turn)

Direction 4

(Left Turn)

Direction 5

(Through)

Glenfield Rd

10 1

1 1

2 1

2U

4

5 6

6U

1 2 3 3U

9U 9 8 7N



Table 1.4 Railway Parade & GWS 2

Job No. : N1284 C

Client : ARC D

Suburb : Glenfield

Location : Railway Pde/Waste Services Access Rd


Weather : Fine B

Description : Classified Intersection Count

: Hourly Summary

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

7:00 to 8:00 198 5 7 210 6 0 0 6 0 0 0 0

7:15 to 8:15 238 7 7 252 7 1 0 8 0 0 0 0

7:30 to 8:30 236 5 6 247 9 1 0 10 0 0 0 0

7:45 to 8:45 245 4 7 256 8 1 0 9 0 0 0 0

8:00 to 9:00 223 4 11 238 8 1 0 9 0 0 0 0

421 9 18 448 14 1 0 15 0 0 0 0

16:00 to 17:00 403 17 7 427 0 0 0 0 1 0 0 1

16:15 to 17:15 421 16 6 443 0 0 0 0 1 0 0 1

16:30 to 17:30 442 9 7 458 0 0 0 0 1 0 0 1

16:45 to 17:45 427 8 9 444 0 0 0 0 1 0 0 1

17:00 to 18:00 410 5 6 421 0 0 0 0 0 0 0 0

813 22 13 848 0 0 0 0 1 0 0 1

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

7:00 to 8:00 6 0 0 6 1 1 0 2 0 0 0 0 0 0 0 0 357 17 6 380 0 0 0 0

7:15 to 8:15 5 1 0 6 1 1 0 2 0 0 0 0 1 0 0 1 341 19 6 366 2 0 0 2

7:30 to 8:30 6 1 0 7 1 1 0 2 0 0 0 0 1 0 0 1 337 13 6 356 2 0 0 2

7:45 to 8:45 4 1 0 5 0 0 0 0 0 0 0 0 1 0 0 1 309 8 6 323 2 0 0 2

8:00 to 9:00 3 1 0 4 0 0 0 0 0 0 0 0 1 0 0 1 270 7 5 282 2 0 0 2

9 1 0 10 1 1 0 2 0 0 0 0 1 0 0 1 627 24 11 662 2 0 0 2

16:00 to 17:00 1 0 0 1 0 0 0 0 0 0 0 0 0 1 0 1 152 4 7 163 0 0 0 0

16:15 to 17:15 1 0 0 1 0 0 0 0 0 0 0 0 0 1 0 1 152 4 7 163 0 0 0 0

16:30 to 17:30 1 0 0 1 0 0 0 0 0 0 0 0 0 1 0 1 161 6 9 176 0 0 0 0

16:45 to 17:45 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 176 4 9 189 0 0 0 0

17:00 to 18:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 182 2 9 193 0 0 0 0

1 0 0 1 0 0 0 0 0 0 0 0 0 1 0 1 334 6 16 356 0 0 0 0

Direction 12U

(U Turn)

Direction 5

(Through)

Railway Pde

Time Period

AM Totals

Direction 9

(Right Turn)

Direction 9U

(U Turn)

Direction 10

(Left Turn)

Direction 11

(Through)

PM Totals


(Left Turn)

Approach

Time Period

Glenfield Waste Services Road 2

AM Totals

PM Totals

Approach

Direction

Rai

lway

Pd

e

Railway Pde

Waste Services Access Rd

Rai

lway

Pd

e

Direction 6

(Right Turn)

Direction 6U

(U Turn)

10 1

1

12U

5 6

6U

9U 9 7N



Table 1.5 Glenfield Road & Hurlstone Agricultural College & South-West Railway Access

Job No. : N1415 F E

Client : ARC G D

Suburb : Glenfield

Location : 3. Glenfield Rd / Railway Parking

Day/Date : Wed, 21st May 2014

Weather : Fine H C

Description : Classified Intersection Count 0.006 0.243 0.751 A B

: Hourly Summary 321C

ars

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

7:00 to 8:00 1 1 0 2 77 1 0 78 239 2 0 241 0 0 0 0 662 5 1 668 5 0 0 5 525 13 10 548 2 0 0 2

7:15 to 8:15 0 1 0 1 86 1 0 87 261 1 1 263 0 0 0 0 535 4 1 540 2 0 0 2 582 16 6 604 1 0 0 1

7:30 to 8:30 0 1 0 1 94 1 0 95 284 2 1 287 0 0 0 0 425 4 1 430 1 0 0 1 590 16 5 611 0 0 0 0

7:45 to 8:45 0 1 0 1 98 0 0 98 272 3 1 276 0 0 0 0 375 2 0 377 0 0 0 0 589 17 6 612 0 0 0 0

8:00 to 9:00 0 0 0 0 95 0 0 95 239 2 1 242 0 0 0 0 314 0 0 314 0 0 0 0 545 15 5 565 0 0 0 0

1 1 0 2 172 1 0 173 478 4 1 483 0 0 0 0 976 5 1 982 5 0 0 5 1,070 28 15 1,113 2 0 0 2

16:00 to 17:00 0 0 0 0 42 0 0 42 211 1 1 213 0 0 0 0 94 1 0 95 0 0 0 0 566 14 7 587 0 0 0 0

16:15 to 17:15 0 0 0 0 37 0 0 37 251 3 1 255 0 0 0 0 106 1 0 107 1 0 0 1 546 12 8 566 0 0 0 0

16:30 to 17:30 0 0 0 0 35 0 0 35 287 3 0 290 0 0 0 0 124 1 0 125 1 0 0 1 541 12 8 561 0 0 0 0

16:45 to 17:45 0 0 0 0 35 0 0 35 343 2 0 345 0 0 0 0 143 0 0 143 1 0 0 1 513 12 7 532 0 0 0 0

17:00 to 18:00 0 0 0 0 33 0 0 33 408 2 0 410 0 0 0 0 170 0 0 170 1 0 0 1 504 8 9 521 0 0 0 0

0 0 0 0 75 0 0 75 619 3 1 623 0 0 0 0 264 1 0 265 1 0 0 1 1,070 22 16 1,108 0 0 0 0

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

7:00 to 8:00 405 17 9 431 48 0 0 48 12 0 0 12 0 0 0 0 15 2 0 17 2 0 0 2 4 0 0 4 0 0 0 0

7:15 to 8:15 418 13 9 440 56 1 0 57 10 0 0 10 0 0 0 0 14 2 0 16 0 0 0 0 6 0 0 6 0 0 0 0

7:30 to 8:30 413 11 9 433 72 2 0 74 12 0 0 12 0 0 0 0 13 0 0 13 0 0 0 0 6 0 0 6 0 0 0 0

7:45 to 8:45 411 9 8 428 92 2 0 94 14 0 0 14 0 0 0 0 10 0 0 10 0 0 0 0 6 0 0 6 0 0 0 0

8:00 to 9:00 402 7 8 417 85 2 0 87 11 0 0 11 1 0 0 1 8 0 0 8 2 1 0 3 4 0 0 4 0 0 0 0

807 24 17 848 133 2 0 135 23 0 0 23 1 0 0 1 23 2 0 25 4 1 0 5 8 0 0 8 0 0 0 0

16:00 to 17:00 545 10 7 562 11 0 0 11 2 0 0 2 0 0 0 0 4 0 0 4 13 0 0 13 0 0 0 0 0 0 0 0

16:15 to 17:15 535 12 8 555 12 1 0 13 1 0 0 1 0 0 0 0 5 0 0 5 9 0 0 9 2 0 0 2 0 0 0 0

16:30 to 17:30 540 14 7 561 12 1 0 13 0 0 0 0 0 0 0 0 5 0 0 5 9 0 0 9 2 0 0 2 0 0 0 0

16:45 to 17:45 550 12 8 570 12 1 0 13 0 0 0 0 0 0 0 0 6 0 0 6 5 0 0 5 2 0 0 2 0 0 0 0

17:00 to 18:00 565 10 9 584 15 1 0 16 1 0 0 1 0 0 0 0 6 0 0 6 8 0 0 8 2 0 0 2 0 0 0 0

1,110 20 16 1,146 26 1 0 27 3 0 0 3 0 0 0 0 10 0 0 10 21 0 0 21 2 0 0 2 0 0 0 0

Direction 9

(Right Turn)

Direction 9U

(U Turn)

Direction 2

(Through)

Direction 3

(Right Turn)

Direction 3U

(U Turn)

Glenfield Rd

Direction 1

(Left Turn)

Approach

Direction 8

(Through)

Direction

Approach

Time Period

AM Totals

PM Totals

Time Period

AM Totals

PM Totals


(Left Turn)

Glenfield Rd

Glenfield Rd

Hurlstone Ag College


Gle

nfi

eld

Rd

SW R

ailw

ay A

cce

ss

Direction 6

(Right Turn)

Direction 6U

(U Turn)

Direction 10

(Left Turn)

Direction 11

(Through)

Direction 12

(Right Turn)

Direction 12U

(U Turn)

Direction 4

(Left Turn)

Direction 5

(Through)

SW Railway Access

10 1

1 1

2 1

2U

4

5 6

6U

1 2 3 3U

9U 9 8 7N



Table 1.6 Glenfield Road & Brampton Avenue & Old Glenfield Road

Job No. : N1284 C

Client : ARC D

Suburb : Glenfield

Location : Glenfield Rd/Old Glenfield Rd/Brampton Rd


Weather : Fine B


: Hourly SummaryC

ars

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

7:00 to 8:00 127 2 0 129 0 0 0 0 107 1 0 108 0 0 0 0 29 0 0 29 566 10 11 587 2 0 0 2 0 0 0 0

7:15 to 8:15 139 2 0 141 0 0 0 0 107 1 0 108 0 0 0 0 32 0 0 32 582 9 9 600 1 0 0 1 0 0 0 0

7:30 to 8:30 135 3 0 138 0 0 0 0 107 0 0 107 0 0 0 0 32 0 0 32 569 10 7 586 1 0 0 1 0 0 0 0

7:45 to 8:45 123 4 0 127 0 0 0 0 93 0 0 93 0 0 0 0 27 0 0 27 581 9 7 597 1 0 0 1 0 0 0 0

8:00 to 9:00 111 4 0 115 0 0 0 0 77 0 0 77 0 0 0 0 23 0 0 23 524 12 5 541 1 0 0 1 0 0 0 0

238 6 0 244 0 0 0 0 184 1 0 185 0 0 0 0 52 0 0 52 1,090 22 16 1,128 3 0 0 3 0 0 0 0

16:00 to 17:00 55 2 0 57 0 0 0 0 22 0 0 22 0 0 0 0 24 0 0 24 594 12 8 614 0 0 0 0 0 0 0 0

16:15 to 17:15 53 0 0 53 0 0 0 0 21 0 0 21 0 0 0 0 31 0 0 31 615 23 9 647 0 0 0 0 0 0 0 0

16:30 to 17:30 57 0 0 57 0 0 0 0 28 0 0 28 0 0 0 0 36 0 0 36 671 28 9 708 0 0 0 0 0 0 0 0

16:45 to 17:45 51 0 0 51 0 0 0 0 30 0 0 30 0 0 0 0 54 0 0 54 671 28 10 709 0 0 0 0 0 0 0 0

17:00 to 18:00 45 0 0 45 0 0 0 0 36 0 0 36 0 0 0 0 63 0 0 63 704 24 9 737 3 0 0 3 0 0 0 0

100 2 0 102 0 0 0 0 58 0 0 58 0 0 0 0 87 0 0 87 1,298 36 17 1,351 3 0 0 3 0 0 0 0

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

7:00 to 8:00 1 0 0 1 0 0 0 0 3 0 0 3 0 0 0 0 2 1 0 3 844 16 10 870 32 4 0 36 0 0 0 0

7:15 to 8:15 1 0 0 1 0 0 0 0 2 0 0 2 0 0 0 0 2 1 0 3 782 17 9 808 25 3 0 28 0 0 0 0

7:30 to 8:30 1 0 0 1 0 0 0 0 2 0 0 2 0 0 0 0 2 0 0 2 688 13 8 709 22 2 0 24 0 0 0 0

7:45 to 8:45 1 0 0 1 0 0 0 0 2 0 0 2 0 0 0 0 3 0 0 3 646 10 5 661 26 4 0 30 0 0 0 0

8:00 to 9:00 1 0 0 1 0 0 0 0 4 0 0 4 0 0 0 0 3 0 0 3 571 9 5 585 32 2 0 34 0 0 0 0

2 0 0 2 0 0 0 0 7 0 0 7 0 0 0 0 5 1 0 6 1,415 25 15 1,455 64 6 0 70 0 0 0 0

16:00 to 17:00 2 0 0 2 0 0 0 0 4 1 0 5 0 0 0 0 6 0 0 6 517 12 11 540 86 1 0 87 0 0 0 0

16:15 to 17:15 2 0 0 2 0 0 0 0 4 1 0 5 0 0 0 0 5 0 0 5 548 14 11 573 77 1 0 78 1 0 0 1

16:30 to 17:30 2 0 0 2 0 0 0 0 4 1 0 5 0 0 0 0 4 0 0 4 538 11 12 561 80 1 0 81 1 0 0 1

16:45 to 17:45 2 0 0 2 0 0 0 0 2 0 0 2 0 0 0 0 6 0 0 6 536 8 11 555 100 1 0 101 1 0 0 1

17:00 to 18:00 1 0 0 1 1 0 0 1 1 0 0 1 0 0 0 0 5 0 0 5 536 6 8 550 109 1 0 110 1 0 0 1

3 0 0 3 1 0 0 1 5 1 0 6 0 0 0 0 11 0 0 11 1,053 18 19 1,090 195 2 0 197 1 0 0 1

Direction 6

(Right Turn)

Direction 6U

(U Turn)

Direction 10

(Left Turn)

Direction 11

(Through)

Direction 12

(Right Turn)

Direction 12U

(U Turn)

Direction 4

(Left Turn)

Direction 5

(Through)

Glenfield Rd

Glenfield Rd

Old Glenfield Rd

Brampton Ave

Brampton Ave

Gle

nfi

eld

Rd

Gle

nfi

eld

Rd

Time Period

AM Totals

PM Totals


(Left Turn)

AM Totals

PM Totals

Approach

Direction 8

(Through)

Direction

Approach

Time Period

Direction 9

(Right Turn)

Direction 9U

(U Turn)

Direction 2

(Through)

Direction 3

(Right Turn)

Direction 3U

(U Turn)

Old Glenfield Rd

Direction 1

(Left Turn)

10 1

1 1

2 1

2U

4

5 6

6U

1 2 3 3U

9U 9 8 7N



Table 1.7 Campbelltown Road & Glenfield Road

Job No. : N1284 C

Client : ARC

Suburb : Glenfield

Location : Campbelltown Rd/Glenfield Rd


Weather : Fine B


: Hourly Summary

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

7:00 to 8:00 728 37 3 768 127 3 1 131 2 0 0 2 67 6 0 73 595 8 10 613 0 0 0 0

7:15 to 8:15 675 41 5 721 107 3 1 111 2 0 0 2 64 4 0 68 645 9 8 662 0 0 0 0

7:30 to 8:30 551 41 7 599 98 2 0 100 2 0 0 2 59 2 0 61 628 12 5 645 0 0 0 0

7:45 to 8:45 473 34 6 513 94 5 0 99 0 0 0 0 64 3 0 67 619 11 6 636 0 0 0 0

8:00 to 9:00 418 33 4 455 89 4 0 93 0 0 0 0 66 2 0 68 568 14 5 587 0 0 0 0

1,146 70 7 1,223 216 7 1 224 2 0 0 2 133 8 0 141 1,163 22 15 1,200 0 0 0 0

16:00 to 17:00 356 19 0 375 79 0 1 80 1 0 0 1 130 2 0 132 526 9 8 543 0 0 0 0

16:15 to 17:15 321 15 0 336 74 0 1 75 1 0 0 1 123 4 0 127 549 17 8 574 0 0 0 0

16:30 to 17:30 333 14 0 347 81 0 1 82 1 0 0 1 115 4 0 119 610 22 9 641 0 0 0 0

16:45 to 17:45 323 17 0 340 85 0 0 85 0 0 0 0 118 4 0 122 590 21 10 621 0 0 0 0

17:00 to 18:00 303 15 0 318 78 0 0 78 0 0 0 0 122 4 0 126 626 17 9 652 0 0 0 0

659 34 0 693 157 0 1 158 1 0 0 1 252 6 0 258 1,152 26 17 1,195 0 0 0 0

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

7:00 to 8:00 727 20 8 755 725 85 1 811 1 0 0 1

7:15 to 8:15 650 17 6 673 778 79 1 858 0 0 0 0

7:30 to 8:30 605 14 7 626 803 93 0 896 0 0 0 0

7:45 to 8:45 567 10 6 583 798 89 0 887 0 0 0 0

8:00 to 9:00 525 7 5 537 823 89 1 913 0 0 0 0

1,252 27 13 1,292 1,548 174 2 1,724 1 0 0 1

16:00 to 17:00 533 12 14 559 1,556 79 2 1,637 1 0 0 1

16:15 to 17:15 567 12 13 592 1,593 76 2 1,671 0 0 0 0

16:30 to 17:30 537 15 11 563 1,646 68 2 1,716 1 0 0 1

16:45 to 17:45 571 11 7 589 1,687 62 1 1,750 1 0 0 1

17:00 to 18:00 576 7 8 591 1,655 55 1 1,711 1 0 0 1

1,109 19 22 1,150 3,211 134 3 3,348 2 0 0 2

Direction 8

(Through)

Direction 9U

(U Turn)

Direction 2

(Through)

Direction 3

(Right Turn)

Direction 3U

(U Turn)

Campbelltown Rd

Direction

Approach

Time Period

AM Totals

PM Totals

Approach

Time Period

AM Totals

PM Totals


(Left Turn)

Direction 6

(Right Turn)

Direction 6U

(U Turn)

Direction 4

(Left Turn)

Glenfield Rd

Campbelltown Rd

Campbelltown Rd

Campbelltown Rd

Gle

nfi

eld

Rd

4

6

6U

2 3 3U

9U 8 7N



Table 2.1 Cambridge Avenue Average Daily Traffic Two-Way

Job No N1284

Client ARC

Road Cambridge Avenue 100m west of GWS Road 1 Average Weekday 17,225

Location Glenfield 7 Day Average 15,421

Site No. 2

Start Date

Description Volume Summary

Direction Combined

Mon Tue Wed Thu Fri Sat Sun Ave 7 Day

Time 16-Dec 17-Dec 18-Dec 12-Dec 13-Dec 14-Dec 15-Dec W'day Ave

AM Peak 1423 1465 1426 1511 1461 731 591

PM Peak 1569 1483 1523 1614 1483 812 680

0:00 128 139 127 148 141 252 270 137 172

1:00 70 89 75 94 103 140 142 86 102

2:00 56 74 94 81 86 119 93 78 86

3:00 85 106 107 114 119 138 96 106 109

4:00 227 234 233 244 232 176 114 234 209

5:00 796 838 882 866 852 365 187 847 684

6:00 1423 1465 1426 1511 1461 478 233 1457 1142

7:00 1362 1400 1322 1479 1360 466 220 1385 1087

8:00 1178 1168 1135 1174 1152 566 347 1161 960

9:00 730 707 682 669 723 693 477 702 669

10:00 613 593 599 587 580 731 528 594 604

11:00 548 545 566 501 586 683 591 549 574

12:00 650 636 608 581 678 765 680 631 657

13:00 783 750 706 673 793 800 643 741 735

14:00 950 956 877 914 1005 812 679 940 885

15:00 1337 1321 1216 1330 1295 766 644 1300 1130

16:00 1480 1440 1428 1534 1402 806 636 1457 1247

17:00 1569 1483 1523 1614 1483 745 624 1534 1292

18:00 1138 1110 990 1123 1128 708 580 1098 968

19:00 601 597 595 602 577 468 506 594 564

20:00 584 426 499 480 464 368 437 491 465

21:00 482 399 442 473 465 361 442 452 438

22:00 373 305 394 375 442 378 323 378 370

23:00 273 240 252 263 333 349 200 272 273

Total 17433 17022 16778 17430 17460 12133 9692 17225 15421

7-19 12336 12109 11652 12179 12185 8541 6649 12092 10807

6-22 15426 14996 14614 15245 15152 10216 8267 15087 13417

6-24 16071 15541 15260 15883 15927 10943 8790 15736 14059

0-24 17433 17022 16778 17430 17460 12133 9692 17225 15421

Day of Week

12-Dec-13



Table 2.2 Cambridge Avenue Average Daily Traffic Eastbound

Job No N1284

Client ARC



Site No. 2

Start Date


Direction EB



AM Peak 1274 1294 1231 1323 1285 443 359

PM Peak 429 428 355 427 428 353 340

0:00 33 30 25 32 26 76 63 29 41

1:00 27 35 27 39 39 50 46 33 38

2:00 29 38 44 44 42 66 41 39 43

3:00 64 72 78 81 72 65 42 73 68

4:00 199 199 195 205 193 106 66 198 166

5:00 750 781 823 809 783 303 129 789 625

6:00 1274 1294 1231 1323 1285 382 159 1281 993

7:00 1157 1174 1129 1230 1134 328 135 1165 898

8:00 885 867 821 864 853 380 239 858 701

9:00 486 470 439 459 465 443 329 464 442

10:00 356 345 373 356 322 408 345 350 358

11:00 307 299 328 271 319 370 359 305 322

12:00 321 314 289 291 329 353 340 309 319

13:00 354 329 352 317 316 349 319 334 334

14:00 341 354 314 366 356 341 316 346 341

15:00 429 428 355 427 428 323 277 413 381

16:00 339 294 316 326 341 318 269 323 315

17:00 359 306 294 323 366 346 259 330 322

18:00 305 278 237 276 328 309 252 285 284

19:00 238 187 207 213 254 225 217 220 220

20:00 190 154 185 189 188 167 205 181 183

21:00 177 144 151 169 176 147 182 163 164

22:00 116 95 102 120 141 152 103 115 118

23:00 65 56 65 61 85 103 50 66 69

Total 8798 8543 8380 8791 8841 6110 4742 8670 7743

7-19 5637 5457 5247 5506 5557 4268 3439 5481 5016

6-22 7515 7236 7021 7400 7460 5189 4202 7326 6575

6-24 7696 7387 7188 7581 7686 5444 4355 7508 6762

0-24 8798 8543 8380 8791 8841 6110 4742 8670 7743

Day of Week

12-Dec-13



Table 2.3 Cambridge Avenue Average Daily Traffic Westbound

Job No N1284

Client ARC



Site No. 2

Start Date


Direction WB



AM Peak 293 301 314 310 299 323 232

PM Peak 1211 1177 1229 1291 1117 488 367

0:00 95 109 102 116 115 176 207 107 131

1:00 43 54 48 55 64 90 96 53 64

2:00 27 36 50 37 44 53 52 39 43

3:00 21 34 29 33 47 73 54 33 42

4:00 28 35 38 39 39 70 48 36 42

5:00 46 57 59 57 69 62 58 58 58

6:00 149 171 195 188 176 96 74 176 150

7:00 205 227 193 249 226 138 85 220 189

8:00 293 301 314 310 299 186 108 303 259

9:00 244 237 243 210 258 250 148 238 227

10:00 257 249 226 231 258 323 183 244 247

11:00 241 246 238 230 267 313 232 244 252

12:00 330 323 319 290 349 412 340 322 337

13:00 429 421 354 356 477 451 324 407 402

14:00 609 602 563 548 649 471 363 594 544

15:00 908 893 861 903 867 443 367 886 749

16:00 1142 1146 1112 1208 1061 488 367 1134 932

17:00 1211 1177 1229 1291 1117 399 365 1205 970

18:00 833 832 753 847 800 399 328 813 685

19:00 364 410 388 389 323 243 289 375 344

20:00 394 272 314 291 276 201 232 309 283

21:00 305 255 291 304 289 214 260 289 274

22:00 257 210 292 255 301 226 220 263 252

23:00 209 184 187 202 248 246 150 206 204

Total 8636 8479 8398 8639 8619 6023 4950 8554 7678

7-19 6700 6652 6405 6673 6628 4273 3210 6612 5792

6-22 7911 7760 7593 7845 7692 5027 4065 7760 6842

6-24 8376 8154 8072 8302 8241 5499 4435 8229 7297

0-24 8636 8479 8398 8639 8619 6023 4950 8554 7678

Day of Week

12-Dec-13



Table 2.4 Cambridge Avenue Vehicle Class Summary

Road Cambridge Avenue 100m west of GWS Road 1 M'Cycle & P'Cycle 1%

Location Glenfield Cars 95%

Site No. 2 LGV 3%

Start Date OGV1 & PSV 1%

Day Weekday Ave. OGV2 0%

Description

0:00 0 28 1 0 0 29 1 104 3 0 0 107 1 131 3 1 0 137

1:00 0 33 0 0 0 33 1 50 1 1 0 53 1 83 1 1 0 86

2:00 0 38 0 1 0 39 0 37 1 0 0 39 0 75 1 2 0 78

3:00 1 69 3 0 1 73 0 32 0 1 0 33 1 101 4 1 1 106

4:00 1 185 8 2 2 198 1 33 2 0 0 36 2 218 10 2 2 234

5:00 2 742 40 4 2 789 1 54 2 0 1 58 3 796 42 4 3 847

6:00 6 1200 60 12 4 1281 2 167 5 2 0 176 8 1366 65 14 4 1457

7:00 3 1115 38 6 3 1165 1 208 8 3 0 220 4 1323 46 8 3 1385

8:00 2 823 24 8 2 858 2 287 11 3 0 303 3 1110 35 11 3 1161

9:00 3 434 18 5 4 464 2 223 10 4 0 238 5 657 28 9 4 702

10:00 1 322 18 4 4 350 1 218 18 6 2 244 2 540 36 10 6 594

11:00 0 281 15 6 3 305 3 223 15 3 1 244 3 504 29 9 4 549

12:00 0 294 11 2 2 309 3 302 12 3 2 322 3 596 23 5 4 631

13:00 1 314 16 2 1 334 3 380 20 4 2 407 4 694 35 6 2 741

14:00 1 322 20 3 0 346 6 554 25 4 5 594 7 876 44 7 6 940

15:00 1 398 11 2 1 413 15 832 30 4 4 886 16 1231 42 6 5 1300

16:00 1 313 9 1 0 323 11 1079 31 8 5 1134 12 1392 39 9 5 1457

17:00 0 319 9 1 0 330 9 1143 37 11 4 1205 10 1463 47 11 5 1534

18:00 1 276 8 0 1 285 5 785 21 1 2 813 5 1061 28 1 3 1098

19:00 1 213 6 0 0 220 0 363 11 0 0 375 1 576 17 0 0 594

20:00 0 178 3 0 0 181 1 302 6 0 0 309 1 480 9 0 0 491

21:00 0 160 3 0 0 163 0 286 2 0 0 289 0 446 5 0 1 452

22:00 0 113 2 0 0 115 4 257 2 0 0 263 4 370 4 0 0 378

23:00 0 65 1 0 0 66 3 202 2 0 0 206 3 267 3 0 0 272

Total 24 8234 323 59 31 8670 75 8119 273 57 30 8554 99 16352 597 116 61 17225

Combined

Class Summary

M'C

ycle

&

P'C

ycle

Car

s

LGV

OG

V1

& P

SV

OG

V2

OG

V1

& P

SV

OG

V2

OG

V1

& P

SV

OG

V2

Tot

al

M'C

ycle

&

P'C

ycle

Car

s

LGV

12-Dec-13

EB WB

Tot

al

M'C

ycle

&

P'C

ycle

Car

s

LGV

Tot

al




Level 1 Level 3

Length Vehicle Type

Type Axles Groups Description Parameters

Spreadsheet

Classification

Short

Very Short

up to 5.5m

Bicycle or Motorcycle

Short d(1) >= 1.7m, d(1) <= 3.2m

and axles = 2

Sedan, Wagon, 4WD,

Utility, Light Van,

Bicycle, Motorcycle, etc.

Medium Short - Towing groups = 3,

d(1) >= 2.1m, d(1) <= 3.2m,

5.5m to 14.5m Trailer, Caravan, Boat, etc. d(2) >= 2.1m and axles = 3,4,5

2 2 Two Axle Truck or Bus TB2 4 d(1) > 3.2m and axles = 2 LGV

3 2 Three Axle Truck or Bus TB3 5 axles = 3 and groups = 2

> 3 2 Four Axle Truck T4 6 axles > 3 and groups = 2

Long Three Axle Articulated d(1) > 3.2m, axles = 3

and groups = 3

11.5m to 19.0m

Rigid vehicle and trailer

Four Axle Articulated d(2) < 2.1m or d(1) < 2.1m

or d(1) > 3.2m

axles = 4 and groups > 2


Five Axle Articulated d(2) < 2.1m or d(1) < 2.1m

or d(1) > 3.2m



Six Axle Articulated axles = 6 and groups > 2 or

axles > 6 and groups = 3


B Double

Over 17.5m Double or Triple Road Train groups = 5 or 6

and axles > 6

Double road train or

Heavy truck and two trailers

OG

V2

Four axle articulated vehicle

or

Three axle articulated

vehicle or

12

11 groups = 4 and axles > 6

Six (or more) axle articulated

vehicle or

Five axle articulated vehicle

or

> 6 >=5 DRT

> 6 4 BD

B Double or Heavy truck

and trailer

ART3 7

>= 6 > 2 ART6 10

5 > 2 ART5 9

2 1 or 2 SV 2

4 > 2 ART4 8

3 3

MC 1 d(1) < 1.7m and axles = 2 M'C

ycle

s

OGV &

PSV

3, 4 or 5 3 SVT 3

Cars

Heavy Vehicles

Medium and Long

Combination

Level 2 ARX

Classification

Axles and

Groups

Class

Light Vehicles

2 1 or 2



Ph 02 9449 5161 Mob 0427 995160

[email protected]

ACN: 150 259 493




June 2015

Appendix A Traffic Survey Data




Contents

1 Intersection Surveys

Table 1.1 Intersection Cambridge Avenue & Moorebank Avenue

Table 1.2 Intersection Cambridge Avenue & GWS Road 1

Table 1.3 Intersection Cambridge Avenue & Canterbury Road & Glenfield Road & Railway Parade

Table 1.4 Intersection Railway Parade & GWS Road 2

Table 1.5 Intersection Glenfield Road & Hurlstone Agricultural College

Table 1.6 Intersection Glenfield Road & Brampton Avenue & Old Guildford Road

Table 1.7 Intersection Campbelltown Road & Glenfield Road

2 Cambridge Avenue Automatic Traffic Counter

Table 2.1 Average Daily Traffic (Two-Way)

Table 2.2 Average Daily Traffic (Eastbound)

Table 2.3 Average Daily Traffic (Westbound)

Table 2.4 Vehicle Class Summary


All traffic surveys conducted and reported by Skyhigh Traffic.



Table 1.1 Cambridge Avenue & Moorebank Avenue

Job No. : N1284 C

Client : ARC D

Suburb : Glenfield

Location : Cambridge Ave/Moorebank Ave


Weather : Fine


: Hourly SummaryC

ars

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

7:00 to 8:00 8 3 0 11 36 5 1 42 0 0 0 0

7:15 to 8:15 10 4 0 14 53 4 1 58 0 0 0 0

7:30 to 8:30 11 6 0 17 68 3 0 71 0 0 0 0

7:45 to 8:45 11 5 0 16 76 5 0 81 0 0 0 0

8:00 to 9:00 10 5 1 16 79 6 0 85 0 0 0 0

18 8 1 27 115 11 1 127 0 0 0 0

16:00 to 17:00 30 7 0 37 58 10 0 68 0 0 0 0

16:15 to 17:15 43 14 0 57 52 6 0 58 0 0 0 0

16:30 to 17:30 43 16 0 59 36 4 0 40 0 0 0 0

16:45 to 17:45 53 15 0 68 35 4 0 39 0 0 0 0

17:00 to 18:00 63 14 0 77 34 1 0 35 0 0 0 0

93 21 0 114 92 11 0 103 0 0 0 0

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

7:00 to 8:00 150 9 4 163 238 8 0 246 0 0 0 0 1,135 39 0 1,174 86 2 0 88 0 0 0 0

7:15 to 8:15 107 4 4 115 264 11 0 275 0 0 0 0 1,113 36 0 1,149 63 2 0 65 0 0 0 0

7:30 to 8:30 85 3 1 89 289 17 0 306 0 0 0 0 1,056 29 1 1,086 38 2 0 40 0 0 0 0

7:45 to 8:45 86 3 0 89 293 19 3 315 0 0 0 0 983 25 2 1,010 34 3 0 37 0 0 0 0

8:00 to 9:00 88 5 0 93 280 16 6 302 0 0 0 0 847 25 2 874 33 2 0 35 0 0 0 0

238 14 4 256 518 24 6 548 0 0 0 0 1,982 64 2 2,048 119 4 0 123 0 0 0 0

16:00 to 17:00 17 4 0 21 1,125 30 0 1,155 0 0 0 0 331 4 1 336 1 1 0 2 0 0 0 0

16:15 to 17:15 14 4 0 18 1,143 28 0 1,171 0 0 0 0 330 3 1 334 2 1 0 3 0 0 0 0

16:30 to 17:30 12 1 0 13 1,191 22 0 1,213 0 0 0 0 326 4 1 331 5 1 0 6 0 0 0 0

16:45 to 17:45 12 1 0 13 1,209 25 0 1,234 0 0 0 0 328 4 1 333 8 1 0 9 0 0 0 0

17:00 to 18:00 14 1 0 15 1,193 26 0 1,219 0 0 0 0 326 3 1 330 10 0 0 10 0 0 0 0

31 5 0 36 2,318 56 0 2,374 0 0 0 0 657 7 2 666 11 1 0 12 0 0 0 0

Cam

bri

dge

Ave

Approach Moorebank Ave

AM Totals

PM Totals

Direction

Time Period

AM Totals

PM Totals

Direction

Approach

Time Period

Direction 8

(Through)

Direction 9

(Right Turn)

Direction 9U

(U Turn)

Moorebank Ave

Direction 2

(Through)

Direction 3U

(U Turn)

Direction 1

(Left Turn)

Moorebank Ave

Moorebank Ave

Direction 10

(Left Turn)

Direction 12

(Right Turn)

Direction 12U

(U Turn)

Cambridge Ave

10

12 1

2U

1 2 3U

9U 9 8N



Table 1.2 Cambridge Avenue & GWS Road 1

Car

s

Tru

cks

Bu

ses

To

tal

Car

s

Tru

cks

Bu

ses

To

tal

Car

s

Tru

cks

Bu

ses

To

tal

Car

s

Tru

cks

Bu

ses

To

tal

Car

s

Tru

cks

Bu

ses

To

tal

Car

s

Tru

cks

Bu

ses

To

tal

6:00 to 6:15 26 0 0 26 0 0 0 0 0 0 0 0 0 0 0 0 6 0 0 6 273 12 0 285

6:15 to 6:30 43 2 0 45 0 1 0 1 0 0 0 0 0 0 0 0 2 0 0 2 294 14 0 308

6:30 to 6:45 51 2 0 53 1 2 0 3 0 1 0 1 0 0 0 0 0 1 0 1 336 14 0 350

6:45 to 7:00 56 2 0 58 2 0 0 2 0 3 0 3 0 0 0 0 0 1 0 1 282 14 0 296

7:00 to 7:15 41 3 0 44 1 2 0 3 1 1 0 2 1 0 0 1 1 0 0 1 316 10 0 326

7:15 to 7:30 51 1 0 52 0 1 0 1 1 1 0 2 0 1 0 1 0 1 0 1 353 3 0 356

7:30 to 7:45 59 1 0 60 0 1 0 1 0 1 0 1 0 2 0 2 0 2 0 2 280 1 0 281

7:45 to 8:00 72 1 1 74 0 0 0 0 0 1 0 1 0 3 0 3 1 0 0 1 281 8 0 289

8:00 to 8:15 84 2 0 86 0 1 0 1 0 1 0 1 1 0 0 1 0 2 0 2 264 8 0 272

8:15 to 8:30 87 3 0 90 1 0 0 1 0 0 0 0 0 2 0 2 0 1 0 1 267 13 2 282

8:30 to 8:45 99 2 0 101 0 2 0 2 0 1 0 1 1 1 0 2 1 0 0 1 244 6 0 250

8:45 to 9:00 83 2 0 85 0 0 0 0 0 0 0 0 0 0 0 0 0 4 0 4 162 5 0 167

9:00 to 9:15 70 1 0 71 2 0 0 2 0 2 0 2 0 2 0 2 1 0 0 1 148 2 2 152

9:15 to 9:30 46 1 0 47 0 0 0 0 0 1 0 1 2 0 0 2 1 0 0 1 139 2 1 142

9:30 to 9:45 55 0 1 56 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 106 1 0 107

9:45 to 10:00 50 4 0 54 0 2 0 2 0 0 0 0 0 0 0 0 1 2 0 3 91 4 0 95

10:00 to 10:15 44 4 0 48 0 3 0 3 0 1 0 1 1 2 0 3 1 3 0 4 85 6 0 91

10:15 to 10:30 48 5 0 53 1 0 0 1 0 2 0 2 2 3 0 5 1 0 0 1 74 4 0 78

10:30 to 10:45 66 1 0 67 0 0 0 0 0 1 0 1 2 1 0 3 0 1 0 1 75 2 0 77

10:45 to 11:00 56 2 0 58 0 1 0 1 0 0 0 0 0 0 0 0 0 3 0 3 78 2 0 80

11:00 to 11:15 41 2 1 44 0 3 0 3 0 0 0 0 0 1 0 1 2 2 0 4 72 1 0 73

11:15 to 11:30 52 1 0 53 1 1 0 2 0 2 0 2 2 5 0 7 1 0 0 1 72 3 0 75

11:30 to 11:45 46 5 0 51 0 0 0 0 0 2 0 2 1 1 0 2 0 3 0 3 64 1 1 66

11:45 to 12:00 53 0 0 53 0 2 0 2 0 2 0 2 0 1 0 1 0 2 0 2 72 3 1 76

12:00 to 12:15 58 1 0 59 0 1 0 1 0 3 0 3 1 0 0 1 1 0 0 1 69 0 1 70

12:15 to 12:30 76 4 0 80 1 0 0 1 0 1 0 1 0 1 0 1 1 1 0 2 97 2 0 99

12:30 to 12:45 69 3 0 72 0 0 0 0 1 0 0 1 4 0 0 4 3 0 0 3 65 0 1 66

12:45 to 13:00 68 2 0 70 0 0 0 0 0 0 0 0 0 1 0 1 1 1 0 2 83 1 0 84

13:00 to 13:15 80 5 0 85 0 3 0 3 0 0 0 0 3 2 0 5 0 0 0 0 74 1 0 75

13:15 to 13:30 81 0 0 81 0 2 0 2 0 4 0 4 0 0 0 0 1 1 0 2 66 0 1 67

13:30 to 13:45 92 3 0 95 1 0 0 1 0 1 0 1 0 0 0 0 0 0 0 0 83 1 0 84

13:45 to 14:00 90 2 0 92 0 1 0 1 0 0 0 0 1 0 0 1 1 2 0 3 94 2 1 97

14:00 to 14:15 95 2 1 98 1 1 0 2 0 1 0 1 1 1 0 2 1 0 0 1 90 1 0 91

14:15 to 14:30 121 6 0 127 1 1 0 2 1 0 0 1 2 1 0 3 1 0 0 1 78 1 0 79

14:30 to 14:45 137 2 0 139 0 0 0 0 1 0 0 1 1 0 0 1 1 3 0 4 106 1 1 108

14:45 to 15:00 152 3 2 157 0 0 0 0 1 1 0 2 2 1 0 3 0 0 0 0 92 0 0 92

15:00 to 15:15 178 4 0 182 0 2 0 2 0 0 0 0 0 2 0 2 0 1 0 1 93 1 0 94

15:15 to 15:30 214 3 0 217 1 2 0 3 0 1 0 1 1 1 0 2 1 1 0 2 128 3 1 132

15:30 to 15:45 255 5 0 260 1 0 0 1 1 1 0 2 2 2 0 4 0 0 0 0 109 1 0 110

15:45 to 16:00 229 1 0 230 0 0 0 0 1 0 0 1 0 4 0 4 1 0 0 1 88 0 0 88

16:00 to 16:15 292 5 0 297 0 1 0 1 0 0 0 0 0 1 0 1 0 0 0 0 87 2 0 89

16:15 to 16:30 305 9 1 315 0 0 0 0 0 1 0 1 5 1 0 6 0 0 0 0 83 1 0 84

16:30 to 16:45 305 4 0 309 0 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 86 0 0 86

16:45 to 17:00 287 9 0 296 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 79 2 0 81

17:00 to 17:15 306 7 0 313 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 85 1 0 86

17:15 to 17:30 301 1 0 302 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 89 0 0 89

17:30 to 17:45 288 8 0 296 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 72 0 0 72

17:45 to 18:00 267 4 0 271 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 60 1 0 61

5,725 140 7 5,872 15 36 0 51 8 37 0 45 39 43 0 82 32 38 0 70 6,484 161 13 6,658

Time Period

12hr Totals

Approach

ThroughLeft Turn

Cambridge Avenue EastboundCambridge Avenue Westbound GWS Road 1

Right TurnDirection Through Left Turn Right Turn



Table 1.3 Cambridge Avenue & Canterbury Road & Glenfield Road & Railway Parade

Job No. : N1284 C

Client : ARC D

Suburb : Glenfield

Location : Glenfield Rd/Railway Pde/Canterbury Rd


Weather : Fine B


: Hourly SummaryC

ars

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

7:00 to 8:00 273 4 3 280 10 1 0 11 833 19 0 852 0 0 0 0 175 7 0 182 41 1 0 42 22 1 0 23 0 0 0 0

7:15 to 8:15 266 1 4 271 10 1 0 11 798 20 0 818 0 0 0 0 185 9 0 194 51 2 0 53 22 1 0 23 0 0 0 0

7:30 to 8:30 265 5 1 271 10 1 0 11 739 19 0 758 1 0 0 1 204 11 0 215 54 2 0 56 30 1 0 31 0 0 0 0

7:45 to 8:45 272 5 2 279 10 0 0 10 678 19 0 697 1 0 0 1 205 13 0 218 58 2 0 60 39 2 2 43 0 0 0 0

8:00 to 9:00 257 9 2 268 10 0 0 10 579 18 0 597 1 0 0 1 191 12 1 204 51 2 0 53 43 2 5 50 0 0 0 0

530 13 5 548 20 1 0 21 1,412 37 0 1,449 1 0 0 1 366 19 1 386 92 3 0 95 65 3 5 73 0 0 0 0

16:00 to 17:00 199 3 0 202 11 0 0 11 235 1 1 237 0 0 0 0 778 20 0 798 132 9 0 141 229 12 0 241 0 0 0 0

16:15 to 17:15 191 4 0 195 14 0 0 14 235 1 1 237 0 0 0 0 804 19 0 823 137 18 0 155 242 11 0 253 0 0 0 0

16:30 to 17:30 185 3 0 188 13 0 0 13 230 3 1 234 0 0 0 0 829 14 0 843 135 23 0 158 260 7 0 267 0 0 0 0

16:45 to 17:45 180 4 0 184 10 0 0 10 236 3 0 239 1 0 0 1 845 16 0 861 139 22 0 161 254 8 0 262 0 0 0 0

17:00 to 18:00 189 2 0 191 6 0 0 6 228 3 0 231 1 0 0 1 856 21 0 877 148 18 0 166 244 5 0 249 0 0 0 0

388 5 0 393 17 0 0 17 463 4 1 468 1 0 0 1 1,634 41 0 1,675 280 27 0 307 473 17 0 490 0 0 0 0

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

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Car

s

Tru

cks

Bu

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Tota

l

7:00 to 8:00 263 14 0 277 5 0 0 5 104 3 6 113 0 0 0 0 173 3 7 183 127 3 0 130 98 6 1 105 0 0 0 0

7:15 to 8:15 239 15 0 254 4 0 0 4 111 3 5 119 0 0 0 0 207 4 7 218 110 2 0 112 126 7 1 134 0 0 0 0

7:30 to 8:30 230 9 0 239 4 0 0 4 119 3 4 126 0 0 0 0 211 3 7 221 99 1 1 101 158 6 1 165 0 0 0 0

7:45 to 8:45 210 5 0 215 0 0 0 0 111 2 5 118 0 0 0 0 204 2 5 211 102 2 2 106 192 5 1 198 0 0 0 0

8:00 to 9:00 177 3 0 180 0 1 0 1 101 3 3 107 0 0 0 0 174 1 5 180 95 1 2 98 212 6 0 218 0 0 0 0

440 17 0 457 5 1 0 6 205 6 9 220 0 0 0 0 347 4 12 363 222 4 2 228 310 12 1 323 0 0 0 0

16:00 to 17:00 70 3 0 73 7 0 0 7 82 1 7 90 1 0 0 1 168 5 7 180 46 0 0 46 282 9 3 294 1 0 0 1

16:15 to 17:15 65 3 0 68 7 0 0 7 91 1 7 99 1 0 0 1 182 6 6 194 46 0 0 46 288 10 4 302 1 0 0 1

16:30 to 17:30 63 3 0 66 6 0 0 6 101 3 9 113 1 0 0 1 185 3 7 195 51 0 0 51 263 7 4 274 0 0 0 0

16:45 to 17:45 63 1 0 64 4 0 0 4 115 3 9 127 0 0 0 0 184 1 9 194 49 0 0 49 275 6 2 283 0 0 0 0

17:00 to 18:00 65 0 0 65 1 0 0 1 118 2 9 129 0 0 0 0 174 1 6 181 51 0 0 51 266 3 2 271 0 0 0 0

135 3 0 138 8 0 0 8 200 3 16 219 1 0 0 1 342 6 13 361 97 0 0 97 548 12 5 565 1 0 0 1

Direction 9

(Right Turn)

Direction 9U

(U Turn)

Direction 2

(Through)

Direction 3

(Right Turn)

Direction 3U

(U Turn)

Railway Pde

Direction 1

(Left Turn)

Approach

Direction 8

(Through)

Direction

Approach

Time Period

AM Totals

PM Totals

Time Period

AM Totals

PM Totals


(Left Turn)

Cambridge Ave

Railway Pde

Canterbury Rd

Canterbury Rd

Cam

bri

dge

Ave

Gle

nfi

eld

Rd

Direction 6

(Right Turn)

Direction 6U

(U Turn)

Direction 10

(Left Turn)

Direction 11

(Through)

Direction 12

(Right Turn)

Direction 12U

(U Turn)

Direction 4

(Left Turn)

Direction 5

(Through)

Glenfield Rd

10 1

1 1

2 1

2U

4

5 6

6U

1 2 3 3U

9U 9 8 7N



Table 1.4 Railway Parade & GWS 2

Job No. : N1284 C

Client : ARC D

Suburb : Glenfield

Location : Railway Pde/Waste Services Access Rd


Weather : Fine B

Description : Classified Intersection Count

: Hourly Summary

Car

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Tru

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Bu

ses

Tota

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Car

s

Tru

cks

Bu

ses

Tota

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Car

s

Tru

cks

Bu

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Tota

l

7:00 to 8:00 198 5 7 210 6 0 0 6 0 0 0 0

7:15 to 8:15 238 7 7 252 7 1 0 8 0 0 0 0

7:30 to 8:30 236 5 6 247 9 1 0 10 0 0 0 0

7:45 to 8:45 245 4 7 256 8 1 0 9 0 0 0 0

8:00 to 9:00 223 4 11 238 8 1 0 9 0 0 0 0

421 9 18 448 14 1 0 15 0 0 0 0

16:00 to 17:00 403 17 7 427 0 0 0 0 1 0 0 1

16:15 to 17:15 421 16 6 443 0 0 0 0 1 0 0 1

16:30 to 17:30 442 9 7 458 0 0 0 0 1 0 0 1

16:45 to 17:45 427 8 9 444 0 0 0 0 1 0 0 1

17:00 to 18:00 410 5 6 421 0 0 0 0 0 0 0 0

813 22 13 848 0 0 0 0 1 0 0 1

Car

s

Tru

cks

Bu

ses

Tota

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Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

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Car

s

Tru

cks

Bu

ses

Tota

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Car

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Tru

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Bu

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Tota

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7:00 to 8:00 6 0 0 6 1 1 0 2 0 0 0 0 0 0 0 0 357 17 6 380 0 0 0 0

7:15 to 8:15 5 1 0 6 1 1 0 2 0 0 0 0 1 0 0 1 341 19 6 366 2 0 0 2

7:30 to 8:30 6 1 0 7 1 1 0 2 0 0 0 0 1 0 0 1 337 13 6 356 2 0 0 2

7:45 to 8:45 4 1 0 5 0 0 0 0 0 0 0 0 1 0 0 1 309 8 6 323 2 0 0 2

8:00 to 9:00 3 1 0 4 0 0 0 0 0 0 0 0 1 0 0 1 270 7 5 282 2 0 0 2

9 1 0 10 1 1 0 2 0 0 0 0 1 0 0 1 627 24 11 662 2 0 0 2

16:00 to 17:00 1 0 0 1 0 0 0 0 0 0 0 0 0 1 0 1 152 4 7 163 0 0 0 0

16:15 to 17:15 1 0 0 1 0 0 0 0 0 0 0 0 0 1 0 1 152 4 7 163 0 0 0 0

16:30 to 17:30 1 0 0 1 0 0 0 0 0 0 0 0 0 1 0 1 161 6 9 176 0 0 0 0

16:45 to 17:45 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 176 4 9 189 0 0 0 0

17:00 to 18:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 182 2 9 193 0 0 0 0

1 0 0 1 0 0 0 0 0 0 0 0 0 1 0 1 334 6 16 356 0 0 0 0

Direction 12U

(U Turn)

Direction 5

(Through)

Railway Pde

Time Period

AM Totals

Direction 9

(Right Turn)

Direction 9U

(U Turn)

Direction 10

(Left Turn)

Direction 11

(Through)

PM Totals


(Left Turn)

Approach

Time Period

Glenfield Waste Services Road 2

AM Totals

PM Totals

Approach

Direction

Rai

lway

Pd

e

Railway Pde

Waste Services Access Rd

Rai

lway

Pd

e

Direction 6

(Right Turn)

Direction 6U

(U Turn)

10 1

1

12U

5 6

6U

9U 9 7N



Table 1.5 Glenfield Road & Hurlstone Agricultural College & South-West Railway Access

Job No. : N1415 F E

Client : ARC G D

Suburb : Glenfield

Location : 3. Glenfield Rd / Railway Parking

Day/Date : Wed, 21st May 2014

Weather : Fine H C

Description : Classified Intersection Count 0.006 0.243 0.751 A B

: Hourly Summary 321C

ars

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

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Car

s

Tru

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Bu

ses

Tota

l

7:00 to 8:00 1 1 0 2 77 1 0 78 239 2 0 241 0 0 0 0 662 5 1 668 5 0 0 5 525 13 10 548 2 0 0 2

7:15 to 8:15 0 1 0 1 86 1 0 87 261 1 1 263 0 0 0 0 535 4 1 540 2 0 0 2 582 16 6 604 1 0 0 1

7:30 to 8:30 0 1 0 1 94 1 0 95 284 2 1 287 0 0 0 0 425 4 1 430 1 0 0 1 590 16 5 611 0 0 0 0

7:45 to 8:45 0 1 0 1 98 0 0 98 272 3 1 276 0 0 0 0 375 2 0 377 0 0 0 0 589 17 6 612 0 0 0 0

8:00 to 9:00 0 0 0 0 95 0 0 95 239 2 1 242 0 0 0 0 314 0 0 314 0 0 0 0 545 15 5 565 0 0 0 0

1 1 0 2 172 1 0 173 478 4 1 483 0 0 0 0 976 5 1 982 5 0 0 5 1,070 28 15 1,113 2 0 0 2

16:00 to 17:00 0 0 0 0 42 0 0 42 211 1 1 213 0 0 0 0 94 1 0 95 0 0 0 0 566 14 7 587 0 0 0 0

16:15 to 17:15 0 0 0 0 37 0 0 37 251 3 1 255 0 0 0 0 106 1 0 107 1 0 0 1 546 12 8 566 0 0 0 0

16:30 to 17:30 0 0 0 0 35 0 0 35 287 3 0 290 0 0 0 0 124 1 0 125 1 0 0 1 541 12 8 561 0 0 0 0

16:45 to 17:45 0 0 0 0 35 0 0 35 343 2 0 345 0 0 0 0 143 0 0 143 1 0 0 1 513 12 7 532 0 0 0 0

17:00 to 18:00 0 0 0 0 33 0 0 33 408 2 0 410 0 0 0 0 170 0 0 170 1 0 0 1 504 8 9 521 0 0 0 0

0 0 0 0 75 0 0 75 619 3 1 623 0 0 0 0 264 1 0 265 1 0 0 1 1,070 22 16 1,108 0 0 0 0

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

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Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

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Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

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Car

s

Tru

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Bu

ses

Tota

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7:00 to 8:00 405 17 9 431 48 0 0 48 12 0 0 12 0 0 0 0 15 2 0 17 2 0 0 2 4 0 0 4 0 0 0 0

7:15 to 8:15 418 13 9 440 56 1 0 57 10 0 0 10 0 0 0 0 14 2 0 16 0 0 0 0 6 0 0 6 0 0 0 0

7:30 to 8:30 413 11 9 433 72 2 0 74 12 0 0 12 0 0 0 0 13 0 0 13 0 0 0 0 6 0 0 6 0 0 0 0

7:45 to 8:45 411 9 8 428 92 2 0 94 14 0 0 14 0 0 0 0 10 0 0 10 0 0 0 0 6 0 0 6 0 0 0 0

8:00 to 9:00 402 7 8 417 85 2 0 87 11 0 0 11 1 0 0 1 8 0 0 8 2 1 0 3 4 0 0 4 0 0 0 0

807 24 17 848 133 2 0 135 23 0 0 23 1 0 0 1 23 2 0 25 4 1 0 5 8 0 0 8 0 0 0 0

16:00 to 17:00 545 10 7 562 11 0 0 11 2 0 0 2 0 0 0 0 4 0 0 4 13 0 0 13 0 0 0 0 0 0 0 0

16:15 to 17:15 535 12 8 555 12 1 0 13 1 0 0 1 0 0 0 0 5 0 0 5 9 0 0 9 2 0 0 2 0 0 0 0

16:30 to 17:30 540 14 7 561 12 1 0 13 0 0 0 0 0 0 0 0 5 0 0 5 9 0 0 9 2 0 0 2 0 0 0 0

16:45 to 17:45 550 12 8 570 12 1 0 13 0 0 0 0 0 0 0 0 6 0 0 6 5 0 0 5 2 0 0 2 0 0 0 0

17:00 to 18:00 565 10 9 584 15 1 0 16 1 0 0 1 0 0 0 0 6 0 0 6 8 0 0 8 2 0 0 2 0 0 0 0

1,110 20 16 1,146 26 1 0 27 3 0 0 3 0 0 0 0 10 0 0 10 21 0 0 21 2 0 0 2 0 0 0 0

Direction 9

(Right Turn)

Direction 9U

(U Turn)

Direction 2

(Through)

Direction 3

(Right Turn)

Direction 3U

(U Turn)

Glenfield Rd

Direction 1

(Left Turn)

Approach

Direction 8

(Through)

Direction

Approach

Time Period

AM Totals

PM Totals

Time Period

AM Totals

PM Totals


(Left Turn)

Glenfield Rd

Glenfield Rd



Gle

nfi

eld

Rd

SW R

ailw

ay A

cce

ss

Direction 6

(Right Turn)

Direction 6U

(U Turn)

Direction 10

(Left Turn)

Direction 11

(Through)

Direction 12

(Right Turn)

Direction 12U

(U Turn)

Direction 4

(Left Turn)

Direction 5

(Through)

SW Railway Access

10 1

1 1

2 1

2U

4

5 6

6U

1 2 3 3U

9U 9 8 7N



Table 1.6 Glenfield Road & Brampton Avenue & Old Glenfield Road

Job No. : N1284 C

Client : ARC D

Suburb : Glenfield

Location : Glenfield Rd/Old Glenfield Rd/Brampton Rd


Weather : Fine B


: Hourly SummaryC

ars

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

7:00 to 8:00 127 2 0 129 0 0 0 0 107 1 0 108 0 0 0 0 29 0 0 29 566 10 11 587 2 0 0 2 0 0 0 0

7:15 to 8:15 139 2 0 141 0 0 0 0 107 1 0 108 0 0 0 0 32 0 0 32 582 9 9 600 1 0 0 1 0 0 0 0

7:30 to 8:30 135 3 0 138 0 0 0 0 107 0 0 107 0 0 0 0 32 0 0 32 569 10 7 586 1 0 0 1 0 0 0 0

7:45 to 8:45 123 4 0 127 0 0 0 0 93 0 0 93 0 0 0 0 27 0 0 27 581 9 7 597 1 0 0 1 0 0 0 0

8:00 to 9:00 111 4 0 115 0 0 0 0 77 0 0 77 0 0 0 0 23 0 0 23 524 12 5 541 1 0 0 1 0 0 0 0

238 6 0 244 0 0 0 0 184 1 0 185 0 0 0 0 52 0 0 52 1,090 22 16 1,128 3 0 0 3 0 0 0 0

16:00 to 17:00 55 2 0 57 0 0 0 0 22 0 0 22 0 0 0 0 24 0 0 24 594 12 8 614 0 0 0 0 0 0 0 0

16:15 to 17:15 53 0 0 53 0 0 0 0 21 0 0 21 0 0 0 0 31 0 0 31 615 23 9 647 0 0 0 0 0 0 0 0

16:30 to 17:30 57 0 0 57 0 0 0 0 28 0 0 28 0 0 0 0 36 0 0 36 671 28 9 708 0 0 0 0 0 0 0 0

16:45 to 17:45 51 0 0 51 0 0 0 0 30 0 0 30 0 0 0 0 54 0 0 54 671 28 10 709 0 0 0 0 0 0 0 0

17:00 to 18:00 45 0 0 45 0 0 0 0 36 0 0 36 0 0 0 0 63 0 0 63 704 24 9 737 3 0 0 3 0 0 0 0

100 2 0 102 0 0 0 0 58 0 0 58 0 0 0 0 87 0 0 87 1,298 36 17 1,351 3 0 0 3 0 0 0 0

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

7:00 to 8:00 1 0 0 1 0 0 0 0 3 0 0 3 0 0 0 0 2 1 0 3 844 16 10 870 32 4 0 36 0 0 0 0

7:15 to 8:15 1 0 0 1 0 0 0 0 2 0 0 2 0 0 0 0 2 1 0 3 782 17 9 808 25 3 0 28 0 0 0 0

7:30 to 8:30 1 0 0 1 0 0 0 0 2 0 0 2 0 0 0 0 2 0 0 2 688 13 8 709 22 2 0 24 0 0 0 0

7:45 to 8:45 1 0 0 1 0 0 0 0 2 0 0 2 0 0 0 0 3 0 0 3 646 10 5 661 26 4 0 30 0 0 0 0

8:00 to 9:00 1 0 0 1 0 0 0 0 4 0 0 4 0 0 0 0 3 0 0 3 571 9 5 585 32 2 0 34 0 0 0 0

2 0 0 2 0 0 0 0 7 0 0 7 0 0 0 0 5 1 0 6 1,415 25 15 1,455 64 6 0 70 0 0 0 0

16:00 to 17:00 2 0 0 2 0 0 0 0 4 1 0 5 0 0 0 0 6 0 0 6 517 12 11 540 86 1 0 87 0 0 0 0

16:15 to 17:15 2 0 0 2 0 0 0 0 4 1 0 5 0 0 0 0 5 0 0 5 548 14 11 573 77 1 0 78 1 0 0 1

16:30 to 17:30 2 0 0 2 0 0 0 0 4 1 0 5 0 0 0 0 4 0 0 4 538 11 12 561 80 1 0 81 1 0 0 1

16:45 to 17:45 2 0 0 2 0 0 0 0 2 0 0 2 0 0 0 0 6 0 0 6 536 8 11 555 100 1 0 101 1 0 0 1

17:00 to 18:00 1 0 0 1 1 0 0 1 1 0 0 1 0 0 0 0 5 0 0 5 536 6 8 550 109 1 0 110 1 0 0 1

3 0 0 3 1 0 0 1 5 1 0 6 0 0 0 0 11 0 0 11 1,053 18 19 1,090 195 2 0 197 1 0 0 1

Direction 6

(Right Turn)

Direction 6U

(U Turn)

Direction 10

(Left Turn)

Direction 11

(Through)

Direction 12

(Right Turn)

Direction 12U

(U Turn)

Direction 4

(Left Turn)

Direction 5

(Through)

Glenfield Rd

Glenfield Rd

Old Glenfield Rd

Brampton Ave

Brampton Ave

Gle

nfi

eld

Rd

Gle

nfi

eld

Rd

Time Period

AM Totals

PM Totals


(Left Turn)

AM Totals

PM Totals

Approach

Direction 8

(Through)

Direction

Approach

Time Period

Direction 9

(Right Turn)

Direction 9U

(U Turn)

Direction 2

(Through)

Direction 3

(Right Turn)

Direction 3U

(U Turn)

Old Glenfield Rd

Direction 1

(Left Turn)

10 1

1 1

2 1

2U

4

5 6

6U

1 2 3 3U

9U 9 8 7N



Table 1.7 Campbelltown Road & Glenfield Road

Job No. : N1284 C

Client : ARC

Suburb : Glenfield

Location : Campbelltown Rd/Glenfield Rd


Weather : Fine B


: Hourly Summary

Car

s

Tru

cks

Bu

ses

Tota

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Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

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Car

s

Tru

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Bu

ses

Tota

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7:00 to 8:00 728 37 3 768 127 3 1 131 2 0 0 2 67 6 0 73 595 8 10 613 0 0 0 0

7:15 to 8:15 675 41 5 721 107 3 1 111 2 0 0 2 64 4 0 68 645 9 8 662 0 0 0 0

7:30 to 8:30 551 41 7 599 98 2 0 100 2 0 0 2 59 2 0 61 628 12 5 645 0 0 0 0

7:45 to 8:45 473 34 6 513 94 5 0 99 0 0 0 0 64 3 0 67 619 11 6 636 0 0 0 0

8:00 to 9:00 418 33 4 455 89 4 0 93 0 0 0 0 66 2 0 68 568 14 5 587 0 0 0 0

1,146 70 7 1,223 216 7 1 224 2 0 0 2 133 8 0 141 1,163 22 15 1,200 0 0 0 0

16:00 to 17:00 356 19 0 375 79 0 1 80 1 0 0 1 130 2 0 132 526 9 8 543 0 0 0 0

16:15 to 17:15 321 15 0 336 74 0 1 75 1 0 0 1 123 4 0 127 549 17 8 574 0 0 0 0

16:30 to 17:30 333 14 0 347 81 0 1 82 1 0 0 1 115 4 0 119 610 22 9 641 0 0 0 0

16:45 to 17:45 323 17 0 340 85 0 0 85 0 0 0 0 118 4 0 122 590 21 10 621 0 0 0 0

17:00 to 18:00 303 15 0 318 78 0 0 78 0 0 0 0 122 4 0 126 626 17 9 652 0 0 0 0

659 34 0 693 157 0 1 158 1 0 0 1 252 6 0 258 1,152 26 17 1,195 0 0 0 0

Car

s

Tru

cks

Bu

ses

Tota

l

Car

s

Tru

cks

Bu

ses

Tota

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Car

s

Tru

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Bu

ses

Tota

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7:00 to 8:00 727 20 8 755 725 85 1 811 1 0 0 1

7:15 to 8:15 650 17 6 673 778 79 1 858 0 0 0 0

7:30 to 8:30 605 14 7 626 803 93 0 896 0 0 0 0

7:45 to 8:45 567 10 6 583 798 89 0 887 0 0 0 0

8:00 to 9:00 525 7 5 537 823 89 1 913 0 0 0 0

1,252 27 13 1,292 1,548 174 2 1,724 1 0 0 1

16:00 to 17:00 533 12 14 559 1,556 79 2 1,637 1 0 0 1

16:15 to 17:15 567 12 13 592 1,593 76 2 1,671 0 0 0 0

16:30 to 17:30 537 15 11 563 1,646 68 2 1,716 1 0 0 1

16:45 to 17:45 571 11 7 589 1,687 62 1 1,750 1 0 0 1

17:00 to 18:00 576 7 8 591 1,655 55 1 1,711 1 0 0 1

1,109 19 22 1,150 3,211 134 3 3,348 2 0 0 2

Direction 8

(Through)

Direction 9U

(U Turn)

Direction 2

(Through)

Direction 3

(Right Turn)

Direction 3U

(U Turn)

Campbelltown Rd

Direction

Approach

Time Period

AM Totals

PM Totals

Approach

Time Period

AM Totals

PM Totals


(Left Turn)

Direction 6

(Right Turn)

Direction 6U

(U Turn)

Direction 4

(Left Turn)

Glenfield Rd

Campbelltown Rd

Campbelltown Rd

Campbelltown Rd

Gle

nfi

eld

Rd

4

6

6U

2 3 3U

9U 8 7N



Table 2.1 Cambridge Avenue Average Daily Traffic Two-Way

Job No N1284

Client ARC



Site No. 2

Start Date


Direction Combined



AM Peak 1423 1465 1426 1511 1461 731 591

PM Peak 1569 1483 1523 1614 1483 812 680

0:00 128 139 127 148 141 252 270 137 172

1:00 70 89 75 94 103 140 142 86 102

2:00 56 74 94 81 86 119 93 78 86

3:00 85 106 107 114 119 138 96 106 109

4:00 227 234 233 244 232 176 114 234 209

5:00 796 838 882 866 852 365 187 847 684

6:00 1423 1465 1426 1511 1461 478 233 1457 1142

7:00 1362 1400 1322 1479 1360 466 220 1385 1087

8:00 1178 1168 1135 1174 1152 566 347 1161 960

9:00 730 707 682 669 723 693 477 702 669

10:00 613 593 599 587 580 731 528 594 604

11:00 548 545 566 501 586 683 591 549 574

12:00 650 636 608 581 678 765 680 631 657

13:00 783 750 706 673 793 800 643 741 735

14:00 950 956 877 914 1005 812 679 940 885

15:00 1337 1321 1216 1330 1295 766 644 1300 1130

16:00 1480 1440 1428 1534 1402 806 636 1457 1247

17:00 1569 1483 1523 1614 1483 745 624 1534 1292

18:00 1138 1110 990 1123 1128 708 580 1098 968

19:00 601 597 595 602 577 468 506 594 564

20:00 584 426 499 480 464 368 437 491 465

21:00 482 399 442 473 465 361 442 452 438

22:00 373 305 394 375 442 378 323 378 370

23:00 273 240 252 263 333 349 200 272 273

Total 17433 17022 16778 17430 17460 12133 9692 17225 15421

7-19 12336 12109 11652 12179 12185 8541 6649 12092 10807

6-22 15426 14996 14614 15245 15152 10216 8267 15087 13417

6-24 16071 15541 15260 15883 15927 10943 8790 15736 14059

0-24 17433 17022 16778 17430 17460 12133 9692 17225 15421

Day of Week

12-Dec-13



Table 2.2 Cambridge Avenue Average Daily Traffic Eastbound

Job No N1284

Client ARC



Site No. 2

Start Date


Direction EB



AM Peak 1274 1294 1231 1323 1285 443 359

PM Peak 429 428 355 427 428 353 340

0:00 33 30 25 32 26 76 63 29 41

1:00 27 35 27 39 39 50 46 33 38

2:00 29 38 44 44 42 66 41 39 43

3:00 64 72 78 81 72 65 42 73 68

4:00 199 199 195 205 193 106 66 198 166

5:00 750 781 823 809 783 303 129 789 625

6:00 1274 1294 1231 1323 1285 382 159 1281 993

7:00 1157 1174 1129 1230 1134 328 135 1165 898

8:00 885 867 821 864 853 380 239 858 701

9:00 486 470 439 459 465 443 329 464 442

10:00 356 345 373 356 322 408 345 350 358

11:00 307 299 328 271 319 370 359 305 322

12:00 321 314 289 291 329 353 340 309 319

13:00 354 329 352 317 316 349 319 334 334

14:00 341 354 314 366 356 341 316 346 341

15:00 429 428 355 427 428 323 277 413 381

16:00 339 294 316 326 341 318 269 323 315

17:00 359 306 294 323 366 346 259 330 322

18:00 305 278 237 276 328 309 252 285 284

19:00 238 187 207 213 254 225 217 220 220

20:00 190 154 185 189 188 167 205 181 183

21:00 177 144 151 169 176 147 182 163 164

22:00 116 95 102 120 141 152 103 115 118

23:00 65 56 65 61 85 103 50 66 69

Total 8798 8543 8380 8791 8841 6110 4742 8670 7743

7-19 5637 5457 5247 5506 5557 4268 3439 5481 5016

6-22 7515 7236 7021 7400 7460 5189 4202 7326 6575

6-24 7696 7387 7188 7581 7686 5444 4355 7508 6762

0-24 8798 8543 8380 8791 8841 6110 4742 8670 7743

Day of Week

12-Dec-13



Table 2.3 Cambridge Avenue Average Daily Traffic Westbound

Job No N1284

Client ARC



Site No. 2

Start Date


Direction WB



AM Peak 293 301 314 310 299 323 232

PM Peak 1211 1177 1229 1291 1117 488 367

0:00 95 109 102 116 115 176 207 107 131

1:00 43 54 48 55 64 90 96 53 64

2:00 27 36 50 37 44 53 52 39 43

3:00 21 34 29 33 47 73 54 33 42

4:00 28 35 38 39 39 70 48 36 42

5:00 46 57 59 57 69 62 58 58 58

6:00 149 171 195 188 176 96 74 176 150

7:00 205 227 193 249 226 138 85 220 189

8:00 293 301 314 310 299 186 108 303 259

9:00 244 237 243 210 258 250 148 238 227

10:00 257 249 226 231 258 323 183 244 247

11:00 241 246 238 230 267 313 232 244 252

12:00 330 323 319 290 349 412 340 322 337

13:00 429 421 354 356 477 451 324 407 402

14:00 609 602 563 548 649 471 363 594 544

15:00 908 893 861 903 867 443 367 886 749

16:00 1142 1146 1112 1208 1061 488 367 1134 932

17:00 1211 1177 1229 1291 1117 399 365 1205 970

18:00 833 832 753 847 800 399 328 813 685

19:00 364 410 388 389 323 243 289 375 344

20:00 394 272 314 291 276 201 232 309 283

21:00 305 255 291 304 289 214 260 289 274

22:00 257 210 292 255 301 226 220 263 252

23:00 209 184 187 202 248 246 150 206 204

Total 8636 8479 8398 8639 8619 6023 4950 8554 7678

7-19 6700 6652 6405 6673 6628 4273 3210 6612 5792

6-22 7911 7760 7593 7845 7692 5027 4065 7760 6842

6-24 8376 8154 8072 8302 8241 5499 4435 8229 7297

0-24 8636 8479 8398 8639 8619 6023 4950 8554 7678

Day of Week

12-Dec-13



Table 2.4 Cambridge Avenue Vehicle Class Summary

Road Cambridge Avenue 100m west of GWS Road 1 M'Cycle & P'Cycle 1%

Location Glenfield Cars 95%

Site No. 2 LGV 3%

Start Date OGV1 & PSV 1%

Day Weekday Ave. OGV2 0%

Description

0:00 0 28 1 0 0 29 1 104 3 0 0 107 1 131 3 1 0 137

1:00 0 33 0 0 0 33 1 50 1 1 0 53 1 83 1 1 0 86

2:00 0 38 0 1 0 39 0 37 1 0 0 39 0 75 1 2 0 78

3:00 1 69 3 0 1 73 0 32 0 1 0 33 1 101 4 1 1 106

4:00 1 185 8 2 2 198 1 33 2 0 0 36 2 218 10 2 2 234

5:00 2 742 40 4 2 789 1 54 2 0 1 58 3 796 42 4 3 847

6:00 6 1200 60 12 4 1281 2 167 5 2 0 176 8 1366 65 14 4 1457

7:00 3 1115 38 6 3 1165 1 208 8 3 0 220 4 1323 46 8 3 1385

8:00 2 823 24 8 2 858 2 287 11 3 0 303 3 1110 35 11 3 1161

9:00 3 434 18 5 4 464 2 223 10 4 0 238 5 657 28 9 4 702

10:00 1 322 18 4 4 350 1 218 18 6 2 244 2 540 36 10 6 594

11:00 0 281 15 6 3 305 3 223 15 3 1 244 3 504 29 9 4 549

12:00 0 294 11 2 2 309 3 302 12 3 2 322 3 596 23 5 4 631

13:00 1 314 16 2 1 334 3 380 20 4 2 407 4 694 35 6 2 741

14:00 1 322 20 3 0 346 6 554 25 4 5 594 7 876 44 7 6 940

15:00 1 398 11 2 1 413 15 832 30 4 4 886 16 1231 42 6 5 1300

16:00 1 313 9 1 0 323 11 1079 31 8 5 1134 12 1392 39 9 5 1457

17:00 0 319 9 1 0 330 9 1143 37 11 4 1205 10 1463 47 11 5 1534

18:00 1 276 8 0 1 285 5 785 21 1 2 813 5 1061 28 1 3 1098

19:00 1 213 6 0 0 220 0 363 11 0 0 375 1 576 17 0 0 594

20:00 0 178 3 0 0 181 1 302 6 0 0 309 1 480 9 0 0 491

21:00 0 160 3 0 0 163 0 286 2 0 0 289 0 446 5 0 1 452

22:00 0 113 2 0 0 115 4 257 2 0 0 263 4 370 4 0 0 378

23:00 0 65 1 0 0 66 3 202 2 0 0 206 3 267 3 0 0 272

Total 24 8234 323 59 31 8670 75 8119 273 57 30 8554 99 16352 597 116 61 17225

Combined

Class Summary

M'C

ycle

&

P'C

ycle

Car

s

LGV

OG

V1

& P

SV

OG

V2

OG

V1

& P

SV

OG

V2

OG

V1

& P

SV

OG

V2

Tot

al

M'C

ycle

&

P'C

ycle

Car

s

LGV

12-Dec-13

EB WB

Tot

al

M'C

ycle

&

P'C

ycle

Car

s

LGV

Tot

al




Level 1 Level 3

Length Vehicle Type

Type Axles Groups Description Parameters

Spreadsheet

Classification

Short

Very Short

up to 5.5m

Bicycle or Motorcycle

Short d(1) >= 1.7m, d(1) <= 3.2m

and axles = 2

Sedan, Wagon, 4WD,

Utility, Light Van,

Bicycle, Motorcycle, etc.

Medium Short - Towing groups = 3,

d(1) >= 2.1m, d(1) <= 3.2m,

5.5m to 14.5m Trailer, Caravan, Boat, etc. d(2) >= 2.1m and axles = 3,4,5

2 2 Two Axle Truck or Bus TB2 4 d(1) > 3.2m and axles = 2 LGV

3 2 Three Axle Truck or Bus TB3 5 axles = 3 and groups = 2

> 3 2 Four Axle Truck T4 6 axles > 3 and groups = 2

Long Three Axle Articulated d(1) > 3.2m, axles = 3

and groups = 3

11.5m to 19.0m


Four Axle Articulated d(2) < 2.1m or d(1) < 2.1m

or d(1) > 3.2m



Five Axle Articulated d(2) < 2.1m or d(1) < 2.1m

or d(1) > 3.2m



Six Axle Articulated axles = 6 and groups > 2 or

axles > 6 and groups = 3


B Double

Over 17.5m Double or Triple Road Train groups = 5 or 6

and axles > 6

Double road train or

Heavy truck and two trailers

OG

V2

Four axle articulated vehicle

or

Three axle articulated

vehicle or

12

11 groups = 4 and axles > 6

Six (or more) axle articulated

vehicle or

Five axle articulated vehicle

or

> 6 >=5 DRT

> 6 4 BD

B Double or Heavy truck

and trailer

ART3 7

>= 6 > 2 ART6 10

5 > 2 ART5 9

2 1 or 2 SV 2

4 > 2 ART4 8

3 3

MC 1 d(1) < 1.7m and axles = 2 M'C

ycle

s

OGV &

PSV

3, 4 or 5 3 SVT 3

Cars

Heavy Vehicles

Medium and Long

Combination

Level 2 ARX

Classification

Axles and

Groups

Class

Light Vehicles

2 1 or 2



Ph 02 9449 5161 Mob 0427 995160

[email protected]

ACN: 150 259 493




June 2015

Appendix B1

Intersection Cambridge Avenue & Moorebank Avenue

SIDRA Report


GWS Rezoning Proposal TIA Appendix B1 SIDRA Report June 2015


Table B1.1.1 AM 2014

MOVEMENT SUMMARY

Site: Cambridge Ave & Moorebank Ave AM 2014

Giveway / Yield (Two-Way)

Movement Performance - Vehicles

Mov ID ODMo

v

Demand Flows Deg. Satn Average

Delay

Level of

Service

95% Back of Queue Prop.

Queued

Effective

Stop Rate

Average

Speed Total HV Vehicles Distance

veh/h % v/c sec veh m per veh km/h

South: Moorebank Avenue

1 L2 11 27.3 0.031 5.9 LOS A 0.0 0.0 0.00 0.12 56.1

2 T1 42 14.3 0.031 0.0 LOS A 0.0 0.0 0.00 0.12 59.0

Approach 53 17.0 0.031 1.2 NA 0.0 0.0 0.00 0.12 58.4

North: Moorebank Avenue

8 T1 163 8.0 0.088 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

9 R2 246 3.3 0.145 5.7 LOS A 0.7 4.9 0.16 0.55 52.8

Approach 409 5.1 0.145 3.5 NA 0.7 4.9 0.10 0.33 55.4

West: Cambridge Avenue

10 L2 1174 3.3 0.755 6.1 LOS A 9.0 60.6 0.33 0.51 52.5

12 R2 88 2.3 0.128 8.9 LOS A 0.5 3.4 0.54 0.75 50.5

Approach 1262 3.2 0.755 6.3 LOS A 9.0 60.6 0.34 0.53 52.3

All Vehicles 1724 4.1 0.755 5.4 NA 9.0 60.6 0.27 0.47 53.2


MOVEMENT SUMMARY

Site: Cambridge Ave & Moorebank Ave AM 2024



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 11 27.3 0.032 5.9 LOS A 0.0 0.0 0.00 0.12 56.2

2 T1 44 13.6 0.032 0.0 LOS A 0.0 0.0 0.00 0.12 59.1

Approach 55 16.4 0.032 1.2 NA 0.0 0.0 0.00 0.12 58.5


8 T1 172 8.1 0.093 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

9 R2 265 3.0 0.157 5.7 LOS A 0.8 5.3 0.17 0.55 52.8

Approach 437 5.0 0.157 3.5 NA 0.8 5.3 0.10 0.33 55.4


10 L2 1290 3.2 0.850 6.3 LOS A 13.4 90.0 0.43 0.50 52.2

12 R2 92 2.2 0.139 9.2 LOS A 0.6 3.7 0.55 0.77 50.3

Approach 1382 3.1 0.850 6.5 LOS A 13.4 90.0 0.44 0.52 52.0

All Vehicles 1874 3.9 0.850 5.6 NA 13.4 90.0 0.35 0.46 52.9



Table B1.1.3 AM 2024 + Rezoning Proposal

MOVEMENT SUMMARY

Site: Cambridge Ave & Moorebank Ave AM 2024 + Rezone



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 11 27.3 0.032 5.9 LOS A 0.0 0.0 0.00 0.12 56.2

2 T1 44 13.6 0.032 0.0 LOS A 0.0 0.0 0.00 0.12 59.1

Approach 55 16.4 0.032 1.2 NA 0.0 0.0 0.00 0.12 58.5


8 T1 172 8.1 0.093 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

9 R2 328 4.6 0.196 5.8 LOS A 1.0 7.0 0.17 0.55 52.7

Approach 500 5.8 0.196 3.8 NA 1.0 7.0 0.11 0.36 55.0


10 L2 1311 3.7 0.874 6.4 LOS A 14.8 99.5 0.46 0.49 52.0

12 R2 92 2.2 0.153 10.0 LOS A 0.6 4.0 0.58 0.81 49.8

Approach 1403 3.6 0.874 6.6 LOS A 14.8 99.5 0.47 0.51 51.9

All Vehicles 1958 4.5 0.874 5.7 NA 14.8 99.5 0.36 0.46 52.8

Table B1.1.4 AM 2024 + SSD Proposal

MOVEMENT SUMMARY

Site: Cambridge Ave & Moorebank Ave AM 2024 + SSD



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 11 27.3 0.032 5.9 LOS A 0.0 0.0 0.00 0.12 56.2

2 T1 44 13.6 0.032 0.0 LOS A 0.0 0.0 0.00 0.12 59.1

Approach 55 16.4 0.032 1.2 NA 0.0 0.0 0.00 0.12 58.5


8 T1 172 8.1 0.093 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

9 R2 272 4.0 0.162 5.8 LOS A 0.8 5.6 0.17 0.55 52.7

Approach 444 5.6 0.162 3.5 NA 0.8 5.6 0.10 0.34 55.3


10 L2 1292 3.4 0.853 6.3 LOS A 13.6 91.4 0.43 0.50 52.1

12 R2 92 2.2 0.141 9.3 LOS A 0.6 3.8 0.56 0.78 50.2

Approach 1384 3.3 0.853 6.5 LOS A 13.6 91.4 0.44 0.52 52.0

All Vehicles 1883 4.2 0.853 5.6 NA 13.6 91.4 0.35 0.46 52.9



Table B1.1.5 AM 2024 + Rezoning Proposal + SSD Proposal

MOVEMENT SUMMARY

Site: Cambridge Ave & Moorebank Ave AM 2024 + SSD + Rezone



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 11 27.3 0.032 5.9 LOS A 0.0 0.0 0.00 0.12 56.2

2 T1 44 13.6 0.032 0.0 LOS A 0.0 0.0 0.00 0.12 59.1

Approach 55 16.4 0.032 1.2 NA 0.0 0.0 0.00 0.12 58.5


8 T1 172 8.1 0.093 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

9 R2 334 5.4 0.200 5.8 LOS A 1.1 7.3 0.17 0.55 52.7

Approach 506 6.3 0.200 3.8 NA 1.1 7.3 0.11 0.36 54.9


10 L2 1312 3.8 0.876 6.4 LOS A 14.9 100.5 0.46 0.49 52.0

12 R2 92 2.2 0.154 10.1 LOS A 0.6 4.1 0.59 0.81 49.7

Approach 1404 3.7 0.876 6.6 LOS A 14.9 100.5 0.47 0.51 51.9

All Vehicles 1965 4.7 0.876 5.7 NA 14.9 100.5 0.37 0.46 52.8

Table B1.2.1 PM 2014

MOVEMENT SUMMARY

Site: Cambridge Ave & Moorebank Ave PM 2014



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 37 18.9 0.061 5.8 LOS A 0.0 0.0 0.00 0.21 55.8

2 T1 68 14.7 0.061 0.0 LOS A 0.0 0.0 0.00 0.21 58.2

Approach 105 16.2 0.061 2.0 NA 0.0 0.0 0.00 0.21 57.3


8 T1 21 19.0 0.012 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

9 R2 1155 2.6 0.713 7.1 LOS A 10.0 66.8 0.47 0.58 51.9

Approach 1176 2.9 0.713 7.0 NA 10.0 66.8 0.46 0.57 52.0


10 L2 336 1.5 0.219 5.8 LOS A 1.0 6.9 0.18 0.55 53.0

12 R2 2 50.0 0.030 58.2 LOS E 0.1 0.8 0.94 0.98 29.4

Approach 338 1.8 0.219 6.1 LOS A 1.0 6.9 0.19 0.55 52.7

All Vehicles 1619 3.5 0.713 6.5 NA 10.0 66.8 0.37 0.54 52.5




MOVEMENT SUMMARY

Site: Cambridge Ave & Moorebank Ave PM 2024



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 39 17.9 0.064 5.8 LOS A 0.0 0.0 0.00 0.21 55.8

2 T1 72 15.3 0.064 0.0 LOS A 0.0 0.0 0.00 0.21 58.2

Approach 111 16.2 0.064 2.0 NA 0.0 0.0 0.00 0.21 57.3


8 T1 22 18.2 0.013 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

9 R2 1304 2.5 0.809 8.7 LOS A 19.8 131.9 0.59 0.62 50.9

Approach 1326 2.7 0.809 8.5 NA 19.8 131.9 0.58 0.61 51.1


10 L2 358 1.4 0.234 5.8 LOS A 1.1 7.4 0.19 0.55 53.0

12 R2 2 50.0 0.053 95.2 LOS F 0.1 1.4 0.97 0.99 22.6

Approach 360 1.7 0.234 6.3 LOS A 1.1 7.4 0.20 0.55 52.6

All Vehicles 1797 3.3 0.809 7.7 NA 19.8 131.9 0.47 0.57 51.7

Table B1.2.3 PM 2024 + Rezoning Proposal

MOVEMENT SUMMARY

Site: Cambridge Ave & Moorebank Ave PM 2024 + Rezone



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 39 17.9 0.064 5.8 LOS A 0.0 0.0 0.00 0.21 55.8

2 T1 72 15.3 0.064 0.0 LOS A 0.0 0.0 0.00 0.21 58.2

Approach 111 16.2 0.064 2.0 NA 0.0 0.0 0.00 0.21 57.3


8 T1 22 18.2 0.013 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

9 R2 1324 2.9 0.823 9.0 LOS A 21.9 146.3 0.61 0.63 50.7

Approach 1346 3.1 0.823 8.9 NA 21.9 146.3 0.60 0.62 50.8


10 L2 423 2.8 0.278 5.9 LOS A 1.4 9.4 0.20 0.55 52.9

12 R2 2 50.0 0.058 103.4 LOS F 0.2 1.5 0.97 0.99 21.6

Approach 425 3.1 0.278 6.3 LOS A 1.4 9.4 0.21 0.55 52.5

All Vehicles 1882 3.9 0.823 7.9 NA 21.9 146.3 0.47 0.58 51.5



Table B1.2.4 PM 2024 + SSD Proposal

MOVEMENT SUMMARY

Site: Cambridge Ave & Moorebank Ave PM 2024 + SSD



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 39 17.9 0.064 5.8 LOS A 0.0 0.0 0.00 0.21 55.8

2 T1 72 15.3 0.064 0.0 LOS A 0.0 0.0 0.00 0.21 58.2

Approach 111 16.2 0.064 2.0 NA 0.0 0.0 0.00 0.21 57.3


8 T1 22 18.2 0.013 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

9 R2 1303 2.4 0.808 8.7 LOS A 19.7 130.9 0.58 0.62 51.0

Approach 1325 2.6 0.808 8.5 NA 19.7 130.9 0.57 0.61 51.1


10 L2 364 1.4 0.238 5.8 LOS A 1.1 7.6 0.19 0.55 53.0

12 R2 2 50.0 0.053 94.7 LOS F 0.1 1.4 0.97 0.99 22.7

Approach 366 1.6 0.238 6.3 LOS A 1.1 7.6 0.20 0.55 52.6

All Vehicles 1802 3.3 0.808 7.7 NA 19.7 130.9 0.46 0.57 51.7

Table B1.2.5 PM 2024 + Rezoning Proposal + SSD Proposal

MOVEMENT SUMMARY

Site: Cambridge Ave & Moorebank Ave PM 2024 + SSD + Rezone



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 39 17.9 0.064 5.8 LOS A 0.0 0.0 0.00 0.21 55.8

2 T1 72 15.3 0.064 0.0 LOS A 0.0 0.0 0.00 0.21 58.2

Approach 111 16.2 0.064 2.0 NA 0.0 0.0 0.00 0.21 57.3


8 T1 22 18.2 0.013 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

9 R2 1324 2.9 0.823 9.0 LOS A 21.9 146.3 0.61 0.63 50.7

Approach 1346 3.1 0.823 8.9 NA 21.9 146.3 0.60 0.62 50.8


10 L2 429 2.8 0.282 5.9 LOS A 1.4 9.6 0.20 0.55 52.9

12 R2 2 50.0 0.058 103.4 LOS F 0.2 1.5 0.97 0.99 21.6

Approach 431 3.0 0.282 6.3 LOS A 1.4 9.6 0.21 0.55 52.5

All Vehicles 1888 3.9 0.823 7.9 NA 21.9 146.3 0.47 0.58 51.5



Ph 02 9449 5161 Mob 0427 995160

[email protected]

ACN: 150 259 493




June 2015

Appendix B2

Intersection Cambridge Avenue & GWS Road 1

SIDRA Report





MOVEMENT SUMMARY

Site: Cambridge Ave & GWS Road 1 AM 2014



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average



East: Cambridge Avenue

5 T1 245 2.9 0.128 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

6 R2 5 80.0 0.035 31.1 LOS C 0.1 1.2 0.91 0.96 24.5

Approach 250 4.4 0.128 0.6 NA 0.1 1.2 0.02 0.02 58.3

North: GWS Road 1

7 L2 6 66.7 0.051 28.4 LOS B 0.1 1.6 0.92 0.92 23.4

9 R2 7 85.7 0.158 77.4 LOS F 0.4 5.0 0.96 0.98 17.7

Approach 13 76.9 0.158 54.8 LOS D 0.4 5.0 0.94 0.95 19.9


10 L2 5 60.0 0.004 6.3 LOS A 0.0 0.0 0.00 0.57 51.1

11 T1 1256 2.9 0.656 0.2 LOS A 0.0 0.0 0.00 0.00 59.7

Approach 1261 3.1 0.656 0.2 NA 0.0 0.0 0.00 0.00 59.6

All Vehicles 1524 3.9 0.656 0.7 NA 0.4 5.0 0.01 0.01 58.4


MOVEMENT SUMMARY

Site: Cambridge Ave & GWS Road 1 AM 2024



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




5 T1 264 2.7 0.138 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

6 R2 5 80.0 0.054 44.0 LOS D 0.2 1.8 0.94 0.98 22.6

Approach 269 4.1 0.138 0.8 NA 0.2 1.8 0.02 0.02 58.2

North: GWS Road 1

7 L2 6 66.7 0.082 45.3 LOS D 0.2 2.4 0.95 0.95 21.1

9 R2 7 85.7 0.254 135.7 LOS F 0.7 7.9 0.98 1.01 13.8

Approach 13 76.9 0.254 94.0 LOS F 0.7 7.9 0.97 0.98 16.4


10 L2 5 60.0 0.004 6.3 LOS A 0.0 0.0 0.00 0.57 51.1

11 T1 1376 2.8 0.718 0.2 LOS A 0.0 0.0 0.00 0.00 59.6

Approach 1381 3.0 0.718 0.2 NA 0.0 0.0 0.00 0.00 59.5

All Vehicles 1663 3.7 0.718 1.1 NA 0.7 7.9 0.01 0.01 58.1




MOVEMENT SUMMARY

Site: Cambridge Ave & GWS Road 1 AM 2024 + Rezone



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




5 T1 327 4.3 0.172 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

6 R2 5 80.0 0.059 47.4 LOS D 0.2 2.0 0.95 0.98 22.1

Approach 332 5.4 0.172 0.7 NA 0.2 2.0 0.01 0.01 58.5

North: GWS Road 1

7 L2 6 66.7 0.091 50.0 LOS D 0.2 2.6 0.96 0.96 20.5

9 R2 7 85.7 0.320 183.1 LOS F 0.8 9.8 0.99 1.03 11.7

Approach 13 76.9 0.320 121.7 LOS F 0.8 9.8 0.97 0.99 14.6


10 L2 5 60.0 0.004 6.3 LOS A 0.0 0.0 0.00 0.57 51.1

11 T1 1396 3.2 0.731 0.2 LOS A 0.0 0.0 0.00 0.00 59.6

Approach 1401 3.4 0.731 0.3 NA 0.0 0.0 0.00 0.00 59.5

All Vehicles 1746 4.3 0.731 1.2 NA 0.8 9.8 0.01 0.01 58.0


MOVEMENT SUMMARY

Site: Cambridge Ave & GWS Road 1 AM 2024 + SSD



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




5 T1 264 2.7 0.138 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

6 R2 14 50.0 0.100 31.8 LOS C 0.3 2.9 0.93 0.97 24.4

Approach 278 5.0 0.138 1.6 NA 0.3 2.9 0.05 0.05 55.9

North: GWS Road 1

7 L2 2 50.0 0.021 34.5 LOS C 0.1 0.6 0.94 0.94 22.6

9 R2 2 50.0 0.044 71.3 LOS F 0.1 1.1 0.96 0.97 18.4

Approach 4 50.0 0.044 52.9 LOS D 0.1 1.1 0.95 0.95 20.3


10 L2 16 43.8 0.011 6.1 LOS A 0.0 0.0 0.00 0.57 51.8

11 T1 1382 3.2 0.723 0.2 LOS A 0.0 0.0 0.00 0.00 59.6

Approach 1398 3.6 0.723 0.3 NA 0.0 0.0 0.00 0.01 59.5

All Vehicles 1680 4.0 0.723 0.6 NA 0.3 2.9 0.01 0.02 58.6




MOVEMENT SUMMARY

Site: Cambridge Ave & GWS Road 1 AM 2024 + SSD + Rezone



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




5 T1 325 4.3 0.171 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

6 R2 14 50.0 0.109 33.8 LOS C 0.3 3.1 0.93 0.97 24.0

Approach 339 6.2 0.171 1.4 NA 0.3 3.1 0.04 0.04 56.5

North: GWS Road 1

7 L2 2 50.0 0.023 37.9 LOS C 0.1 0.6 0.94 0.94 22.1

9 R2 2 50.0 0.054 86.4 LOS F 0.1 1.3 0.97 0.97 17.1

Approach 4 50.0 0.054 62.2 LOS E 0.1 1.3 0.96 0.96 19.3


10 L2 16 43.8 0.011 6.1 LOS A 0.0 0.0 0.00 0.57 51.8

11 T1 1402 3.6 0.736 0.2 LOS A 0.0 0.0 0.00 0.00 59.5

Approach 1418 4.0 0.736 0.3 NA 0.0 0.0 0.00 0.01 59.4

All Vehicles 1761 4.5 0.736 0.7 NA 0.3 3.1 0.01 0.02 58.6


MOVEMENT SUMMARY

Site: Cambridge Ave & GWS Road 1 PM 2014



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




5 T1 1192 3.2 0.624 0.1 LOS A 0.0 0.0 0.00 0.00 59.7

6 R2 1 100.0 0.001 8.2 LOS A 0.0 0.1 0.47 0.54 29.0

Approach 1193 3.3 0.624 0.1 NA 0.0 0.1 0.00 0.00 59.7

North: GWS Road 1

7 L2 1 100.0 0.001 2.4 LOS A 0.0 0.1 0.45 0.24 28.2

9 R2 9 22.2 0.084 31.7 LOS C 0.2 1.9 0.92 0.93 23.2

Approach 10 30.0 0.084 28.7 LOS C 0.2 1.9 0.88 0.86 23.6


10 L2 1 0.0 0.001 5.6 LOS A 0.0 0.0 0.00 0.58 53.6

11 T1 341 1.5 0.177 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 342 1.5 0.177 0.0 NA 0.0 0.0 0.00 0.00 59.9

All Vehicles 1545 3.0 0.624 0.3 NA 0.2 1.9 0.01 0.01 59.1




MOVEMENT SUMMARY

Site: Cambridge Ave & GWS Road 1 PM 2024



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




5 T1 1342 3.0 0.702 0.2 LOS A 0.0 0.0 0.00 0.00 59.6

6 R2 1 100.0 0.001 8.3 LOS A 0.0 0.1 0.48 0.55 28.9

Approach 1343 3.1 0.702 0.2 NA 0.0 0.1 0.00 0.00 59.6

North: GWS Road 1

7 L2 1 100.0 0.001 2.6 LOS A 0.0 0.1 0.47 0.25 28.2

9 R2 9 22.2 0.132 49.1 LOS D 0.4 2.8 0.95 0.96 20.9

Approach 10 30.0 0.132 44.4 LOS D 0.4 2.8 0.91 0.89 21.4


10 L2 1 0.0 0.001 5.6 LOS A 0.0 0.0 0.00 0.58 53.6

11 T1 363 1.4 0.188 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 364 1.4 0.188 0.0 NA 0.0 0.0 0.00 0.00 59.9

All Vehicles 1717 2.9 0.702 0.4 NA 0.4 2.8 0.01 0.01 59.0


MOVEMENT SUMMARY

Site: Cambridge Ave & GWS Road 1 PM 2024 + Rezone



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




5 T1 1363 3.4 0.715 0.2 LOS A 0.0 0.0 0.00 0.00 59.6

6 R2 1 100.0 0.001 8.9 LOS A 0.0 0.1 0.52 0.56 28.8

Approach 1364 3.5 0.715 0.2 NA 0.0 0.1 0.00 0.00 59.5

North: GWS Road 1

7 L2 4 0.0 0.004 1.3 LOS A 0.0 0.1 0.42 0.23 29.0

9 R2 9 22.2 0.160 60.9 LOS E 0.4 3.3 0.96 0.97 19.6

Approach 13 15.4 0.160 42.6 LOS D 0.4 3.3 0.80 0.75 21.7


10 L2 1 0.0 0.001 5.6 LOS A 0.0 0.0 0.00 0.58 53.6

11 T1 428 2.8 0.223 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 429 2.8 0.223 0.0 NA 0.0 0.0 0.00 0.00 59.9

All Vehicles 1806 3.4 0.715 0.5 NA 0.4 3.3 0.01 0.01 58.9




MOVEMENT SUMMARY

Site: Cambridge Ave & GWS Road 1 PM 2024 + SSD



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




5 T1 1342 3.0 0.702 0.2 LOS A 0.0 0.0 0.00 0.00 59.6

6 R2 1 100.0 0.001 8.4 LOS A 0.0 0.1 0.48 0.55 28.9

Approach 1343 3.1 0.702 0.2 NA 0.0 0.1 0.00 0.00 59.6

North: GWS Road 1

7 L2 2 0.0 0.002 1.1 LOS A 0.0 0.0 0.39 0.18 29.0

9 R2 4 0.0 0.042 34.3 LOS C 0.1 0.7 0.93 0.94 23.0

Approach 6 0.0 0.042 23.2 LOS B 0.1 0.7 0.75 0.69 24.7


10 L2 1 100.0 0.001 6.2 LOS A 0.0 0.0 0.00 0.57 51.5

11 T1 369 1.6 0.191 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 370 1.9 0.191 0.0 NA 0.0 0.0 0.00 0.00 59.9

All Vehicles 1719 2.8 0.702 0.2 NA 0.1 0.7 0.00 0.00 59.4


MOVEMENT SUMMARY

Site: Cambridge Ave & GWS Road 1 PM 2024 + SSD + Rezone



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




5 T1 1363 3.4 0.715 0.2 LOS A 0.0 0.0 0.00 0.00 59.6

6 R2 1 100.0 0.001 9.0 LOS A 0.0 0.1 0.52 0.56 28.8

Approach 1364 3.5 0.715 0.2 NA 0.0 0.1 0.00 0.00 59.5

North: GWS Road 1

7 L2 2 0.0 0.002 1.3 LOS A 0.0 0.0 0.42 0.22 29.0

9 R2 4 0.0 0.049 40.6 LOS C 0.1 0.9 0.95 0.95 22.1

Approach 6 0.0 0.049 27.5 LOS B 0.1 0.9 0.77 0.70 24.0


10 L2 1 0.0 0.001 5.6 LOS A 0.0 0.0 0.00 0.58 53.6

11 T1 433 3.0 0.226 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 434 3.0 0.226 0.0 NA 0.0 0.0 0.00 0.00 59.9

All Vehicles 1804 3.4 0.715 0.3 NA 0.1 0.9 0.00 0.00 59.3



Ph 02 9449 5161 Mob 0427 995160

[email protected]

ACN: 150 259 493




June 2015

Appendix B3

Intersection Cambridge Avenue & Canterbury Road & Glenfield Road & Railway Parade

SIDRA Report





MOVEMENT SUMMARY

Site: Cambridge Ave & Canterbury Rd & Glenfield Rd & Railway Pde AM 2014

Roundabout


Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average



South: Canterbury Road

1 L2 280 2.5 0.291 4.8 LOS A 1.6 10.5 0.41 0.53 54.6

2 T1 11 9.1 0.291 4.8 LOS A 1.6 10.5 0.41 0.53 56.2

3 R2 854 2.5 0.600 10.1 LOS A 5.0 33.6 0.52 0.64 52.1

Approach 1145 2.5 0.600 8.8 LOS A 5.0 33.6 0.49 0.62 52.7


4 L2 184 4.9 0.033 4.2 LOS A 0.1 1.0 0.07 0.47 55.4

5 T1 43 4.7 0.055 4.3 LOS A 0.2 1.7 0.34 0.52 55.0

6 R2 24 8.3 0.055 9.9 LOS A 0.2 1.7 0.34 0.52 55.1

Approach 251 5.2 0.078 4.7 LOS A 0.2 1.7 0.14 0.48 55.3

North: Railway Parade

7 L2 277 5.1 0.468 14.6 LOS B 4.1 28.6 0.98 1.03 48.1

8 T1 10 50.0 0.468 14.8 LOS B 4.1 28.6 0.98 1.03 48.8

9 R2 113 8.0 0.257 19.0 LOS B 1.6 11.2 0.88 0.95 47.3

Approach 400 7.0 0.468 15.9 LOS B 4.1 28.6 0.95 1.01 47.9

West: Glenfield Road

10 L2 183 5.5 0.284 8.7 LOS A 1.7 11.6 0.78 0.85 52.1

11 T1 130 2.3 0.288 7.7 LOS A 1.9 12.9 0.80 0.81 52.5

12 R2 105 6.7 0.288 13.3 LOS A 1.9 12.9 0.80 0.81 52.5

Approach 418 4.8 0.288 9.6 LOS A 1.9 12.9 0.79 0.83 52.3

All Vehicles 2214 4.1 0.600 9.8 LOS A 5.0 33.6 0.59 0.71 52.0




MOVEMENT SUMMARY

Site: Cambridge Ave & Canterbury Rd & Glenfield Rd & Railway Pde AM 2024

Roundabout


Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 339 2.1 0.339 5.0 LOS A 1.9 12.9 0.46 0.57 54.4

2 T1 12 8.3 0.659 5.0 LOS A 6.0 40.1 0.61 0.67 51.6

3 R2 898 2.4 0.659 10.4 LOS A 6.0 40.1 0.61 0.67 51.9

Approach 1249 2.4 0.659 8.9 LOS A 6.0 40.1 0.57 0.64 52.5


4 L2 193 4.7 0.035 4.2 LOS A 0.2 1.0 0.08 0.47 55.4

5 T1 52 3.8 0.065 4.5 LOS A 0.3 2.0 0.39 0.53 55.0

6 R2 25 8.0 0.065 10.1 LOS A 0.3 2.0 0.39 0.53 55.0

Approach 270 4.8 0.083 4.8 LOS A 0.3 2.0 0.17 0.49 55.3


7 L2 291 5.2 0.627 29.1 LOS C 7.4 51.1 1.00 1.24 40.4

8 T1 10 50.0 0.627 29.3 LOS C 7.4 51.1 1.00 1.24 40.9

9 R2 135 6.7 0.384 25.7 LOS B 2.8 19.1 0.97 1.03 43.7

Approach 436 6.7 0.627 28.1 LOS B 7.4 51.1 0.99 1.17 41.4


10 L2 269 4.1 0.489 13.1 LOS A 3.9 26.6 0.93 1.03 49.1

11 T1 192 1.6 0.494 11.4 LOS A 4.4 29.7 0.96 1.00 50.4

12 R2 153 4.6 0.494 16.9 LOS B 4.4 29.7 0.96 1.00 50.5

Approach 614 3.4 0.494 13.5 LOS A 4.4 29.7 0.94 1.01 49.8





MOVEMENT SUMMARY

Site: Cambridge Ave & Canterbury Rd & Glenfield Rd & Railway Pde AM 2024 + Rezone

Roundabout


Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 339 2.1 0.354 5.3 LOS A 1.9 12.7 0.49 0.60 54.3

2 T1 12 8.3 0.702 5.8 LOS A 6.9 46.1 0.66 0.73 51.4

3 R2 932 2.7 0.702 11.2 LOS A 6.9 46.1 0.66 0.73 51.7

Approach 1283 2.6 0.702 9.6 LOS A 6.9 46.1 0.61 0.70 52.4


4 L2 205 6.3 0.040 4.2 LOS A 0.2 1.3 0.06 0.47 55.5

5 T1 93 26.9 0.096 4.8 LOS A 0.4 3.5 0.40 0.52 54.7

6 R2 25 8.0 0.096 10.2 LOS A 0.4 3.5 0.41 0.52 55.0

Approach 323 12.4 0.096 4.8 LOS A 0.4 3.5 0.18 0.49 55.2


7 L2 291 5.2 0.611 25.6 LOS B 6.5 44.9 1.00 1.21 42.0

8 T1 10 50.0 0.611 25.8 LOS B 6.5 44.9 1.00 1.21 42.6

9 R2 135 6.7 0.379 24.6 LOS B 2.5 17.6 0.94 1.02 44.3

Approach 436 6.7 0.611 25.3 LOS B 6.5 44.9 0.98 1.15 42.7


10 L2 269 4.1 0.589 16.7 LOS B 5.4 36.6 0.98 1.11 46.8

11 T1 287 9.1 0.649 16.8 LOS B 7.3 51.2 1.00 1.16 47.2

12 R2 153 4.6 0.649 22.3 LOS B 7.3 51.2 1.00 1.16 47.2

Approach 709 6.2 0.649 18.0 LOS B 7.3 51.2 0.99 1.14 47.1





MOVEMENT SUMMARY

Site: Cambridge Ave & Canterbury Rd & Glenfield Rd & Railway Pde AM 2024 + SSD

Roundabout


Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 338 2.1 0.340 5.1 LOS A 2.0 13.0 0.47 0.57 54.4

2 T1 12 8.3 0.665 5.0 LOS A 6.2 41.2 0.63 0.67 51.6

3 R2 902 2.7 0.665 10.5 LOS A 6.2 41.2 0.63 0.67 51.8

Approach 1252 2.6 0.665 8.9 LOS A 6.2 41.2 0.58 0.64 52.5


4 L2 190 3.2 0.034 4.2 LOS A 0.1 1.0 0.08 0.47 55.5

5 T1 51 2.0 0.062 4.5 LOS A 0.3 1.9 0.39 0.53 55.0

6 R2 23 8.7 0.062 10.1 LOS A 0.3 1.9 0.39 0.53 55.0

Approach 264 3.4 0.081 4.8 LOS A 0.3 1.9 0.17 0.49 55.3


7 L2 296 6.8 0.666 33.6 LOS C 8.3 58.9 1.00 1.29 38.5

8 T1 11 63.6 0.666 33.8 LOS C 8.3 58.9 1.00 1.29 38.9

9 R2 140 10.0 0.419 28.1 LOS B 3.1 22.2 0.98 1.06 42.5

Approach 447 9.2 0.666 31.9 LOS C 8.3 58.9 0.99 1.22 39.7


10 L2 266 4.1 0.491 13.2 LOS A 3.9 26.7 0.93 1.03 49.0

11 T1 199 2.5 0.511 11.8 LOS A 4.7 31.7 0.97 1.01 50.1

12 R2 153 4.6 0.511 17.3 LOS B 4.7 31.7 0.97 1.01 50.2

Approach 618 3.7 0.511 13.8 LOS A 4.7 31.7 0.95 1.02 49.7





MOVEMENT SUMMARY

Site: Cambridge Ave & Canterbury Rd & Glenfield Rd & Railway Pde AM 2024 +SSD + Rezone

Roundabout


Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 339 2.1 0.356 5.3 LOS A 1.9 12.8 0.49 0.61 54.3

2 T1 11 9.1 0.708 5.9 LOS A 7.1 47.8 0.67 0.74 51.4

3 R2 937 2.9 0.708 11.3 LOS A 7.1 47.8 0.67 0.74 51.7

Approach 1287 2.7 0.708 9.7 LOS A 7.1 47.8 0.63 0.70 52.3


4 L2 201 4.5 0.039 4.2 LOS A 0.2 1.2 0.05 0.47 55.5

5 T1 92 26.1 0.093 4.9 LOS A 0.4 3.3 0.41 0.52 54.8

6 R2 23 8.7 0.093 10.3 LOS A 0.4 3.3 0.41 0.52 55.0

Approach 316 11.1 0.093 4.8 LOS A 0.4 3.3 0.18 0.49 55.3


7 L2 296 6.8 0.638 27.6 LOS B 7.0 49.3 1.00 1.24 41.1

8 T1 11 63.6 0.638 27.9 LOS B 7.0 49.3 1.00 1.24 41.5

9 R2 140 10.0 0.406 25.9 LOS B 2.8 19.8 0.95 1.04 43.5

Approach 447 9.2 0.638 27.1 LOS B 7.0 49.3 0.98 1.18 41.8


10 L2 266 4.1 0.599 17.2 LOS B 5.6 37.8 0.99 1.12 46.6

11 T1 294 9.5 0.661 17.4 LOS B 7.6 53.3 1.00 1.17 46.8

12 R2 153 4.6 0.661 22.9 LOS B 7.6 53.3 1.00 1.17 46.9

Approach 713 6.5 0.661 18.5 LOS B 7.6 53.3 0.99 1.15 46.7





MOVEMENT SUMMARY

Site: Cambridge Ave & Canterbury Rd & Glenfield Rd & Railway Pde PM 2014

Roundabout


Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 202 1.5 0.209 5.9 LOS A 1.1 7.4 0.56 0.65 54.0

2 T1 11 0.0 0.217 5.4 LOS A 1.2 8.1 0.56 0.71 52.1

3 R2 237 0.8 0.217 10.9 LOS A 1.2 8.1 0.56 0.71 52.3

Approach 450 1.1 0.217 8.5 LOS A 1.2 8.1 0.56 0.68 53.0


4 L2 798 2.5 0.143 4.3 LOS A 0.7 4.6 0.09 0.49 55.4

5 T1 141 6.4 0.336 5.3 LOS A 1.9 13.0 0.53 0.66 53.3

6 R2 241 5.0 0.336 10.8 LOS A 1.9 13.0 0.53 0.66 53.5

Approach 1180 3.5 0.339 5.7 LOS A 1.9 13.0 0.23 0.54 54.7


7 L2 73 4.1 0.085 5.8 LOS A 0.4 2.6 0.52 0.62 54.1

8 T1 7 0.0 0.085 5.6 LOS A 0.4 2.6 0.52 0.62 55.9

9 R2 90 8.9 0.083 10.9 LOS A 0.4 2.7 0.51 0.70 52.0

Approach 170 6.5 0.085 8.5 LOS A 0.4 2.7 0.51 0.66 53.0


10 L2 180 6.7 0.237 6.1 LOS A 1.2 8.5 0.56 0.65 53.8

11 T1 46 0.0 0.261 6.0 LOS A 1.5 9.9 0.56 0.65 55.5

12 R2 294 4.1 0.261 11.1 LOS A 1.5 9.9 0.56 0.73 52.0

Approach 520 4.6 0.261 8.9 LOS A 1.5 9.9 0.56 0.69 52.9





MOVEMENT SUMMARY

Site: Cambridge Ave & Canterbury Rd & Glenfield Rd & Railway Pde PM 2024

Roundabout


Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 346 0.9 0.321 5.9 LOS A 1.8 11.8 0.63 0.71 53.8

2 T1 12 0.0 0.295 6.2 LOS A 1.5 10.0 0.63 0.81 51.8

3 R2 249 0.8 0.295 11.7 LOS A 1.5 10.0 0.63 0.81 52.0

Approach 607 0.8 0.321 8.3 LOS A 1.8 11.8 0.63 0.75 53.0


4 L2 839 2.5 0.165 4.3 LOS A 0.8 5.6 0.06 0.48 55.5

5 T1 237 3.8 0.392 5.7 LOS A 2.4 16.0 0.59 0.67 53.8

6 R2 254 5.1 0.392 11.4 LOS A 2.4 16.0 0.62 0.71 53.2

Approach 1330 3.2 0.392 5.9 LOS A 2.4 16.0 0.26 0.56 54.7


7 L2 77 3.9 0.100 6.2 LOS A 0.5 3.1 0.56 0.66 53.9

8 T1 7 0.0 0.100 6.1 LOS A 0.5 3.1 0.56 0.66 55.8

9 R2 149 5.4 0.141 11.1 LOS A 0.7 4.8 0.56 0.74 51.9

Approach 233 4.7 0.141 9.4 LOS A 0.7 4.8 0.56 0.71 52.7


10 L2 208 6.3 0.280 6.4 LOS A 1.5 10.5 0.60 0.67 53.7

11 T1 53 0.0 0.309 6.2 LOS A 1.8 12.4 0.60 0.68 55.3

12 R2 341 3.8 0.309 11.3 LOS A 1.8 12.4 0.60 0.75 51.9

Approach 602 4.3 0.309 9.2 LOS A 1.8 12.4 0.60 0.72 52.7





MOVEMENT SUMMARY

Site: Cambridge Ave & Canterbury Rd & Glenfield Rd & Railway Pde PM 2024 + Rezone

Roundabout


Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 346 0.9 0.339 6.1 LOS A 1.9 12.5 0.67 0.74 53.7

2 T1 12 0.0 0.329 6.6 LOS A 1.7 11.3 0.67 0.86 51.7

3 R2 259 1.5 0.329 12.1 LOS A 1.7 11.3 0.67 0.86 51.9

Approach 617 1.1 0.339 8.7 LOS A 1.9 12.5 0.67 0.79 52.8


4 L2 874 2.6 0.185 4.2 LOS A 0.9 6.7 0.03 0.47 55.6

5 T1 340 10.3 0.438 5.9 LOS A 2.7 19.0 0.60 0.66 53.8

6 R2 254 5.1 0.438 11.5 LOS A 2.7 19.0 0.65 0.71 53.2

Approach 1468 4.8 0.438 5.8 LOS A 2.7 19.0 0.27 0.55 54.8


7 L2 77 3.9 0.105 6.5 LOS A 0.5 3.2 0.59 0.68 53.8

8 T1 7 0.0 0.105 6.3 LOS A 0.5 3.2 0.59 0.68 55.6

9 R2 149 5.4 0.146 11.3 LOS A 0.7 5.1 0.59 0.76 51.8

Approach 233 4.7 0.146 9.6 LOS A 0.7 5.1 0.59 0.73 52.5


10 L2 208 6.3 0.313 6.7 LOS A 1.7 12.6 0.62 0.69 53.5

11 T1 98 26.5 0.345 6.5 LOS A 2.1 14.6 0.62 0.71 53.7

12 R2 341 3.8 0.345 11.5 LOS A 2.1 14.6 0.63 0.75 52.1

Approach 647 8.0 0.345 9.2 LOS A 2.1 14.6 0.62 0.73 52.8





MOVEMENT SUMMARY

Site: Cambridge Ave & Canterbury Rd & Glenfield Rd & Railway Pde PM 2024 + SSD

Roundabout


Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 346 0.9 0.321 5.9 LOS A 1.8 11.8 0.63 0.71 53.8

2 T1 12 0.0 0.296 6.3 LOS A 1.5 10.0 0.63 0.81 51.8

3 R2 249 0.8 0.296 11.8 LOS A 1.5 10.0 0.63 0.81 52.0

Approach 607 0.8 0.321 8.3 LOS A 1.8 11.8 0.63 0.75 53.0


4 L2 837 2.4 0.165 4.3 LOS A 0.8 5.6 0.06 0.48 55.5

5 T1 235 3.8 0.391 5.7 LOS A 2.3 15.9 0.59 0.68 53.8

6 R2 254 5.1 0.391 11.4 LOS A 2.3 15.9 0.62 0.71 53.2

Approach 1326 3.2 0.391 5.9 LOS A 2.3 15.9 0.26 0.56 54.7


7 L2 82 4.9 0.108 6.3 LOS A 0.5 3.4 0.56 0.66 53.9

8 T1 9 0.0 0.108 6.1 LOS A 0.5 3.4 0.56 0.66 55.7

9 R2 154 5.8 0.146 11.1 LOS A 0.7 5.0 0.56 0.74 51.9

Approach 245 5.3 0.146 9.3 LOS A 0.7 5.0 0.56 0.71 52.7


10 L2 207 6.3 0.281 6.4 LOS A 1.5 10.5 0.60 0.68 53.6

11 T1 55 1.8 0.310 6.2 LOS A 1.8 12.4 0.60 0.68 55.2

12 R2 341 3.8 0.310 11.3 LOS A 1.8 12.4 0.60 0.75 51.9

Approach 603 4.5 0.310 9.2 LOS A 1.8 12.4 0.60 0.72 52.7





MOVEMENT SUMMARY

Site: Cambridge Ave & Canterbury Rd & Glenfield Rd & Railway Pde PM 2024 + SSD + Rezone

Roundabout


Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 346 0.9 0.339 6.1 LOS A 1.9 12.5 0.67 0.74 53.7

2 T1 12 8.3 0.330 6.7 LOS A 1.7 11.4 0.67 0.86 51.5

3 R2 259 1.5 0.330 12.1 LOS A 1.7 11.4 0.67 0.86 51.9

Approach 617 1.3 0.339 8.7 LOS A 1.9 12.5 0.67 0.79 52.8


4 L2 872 2.5 0.184 4.2 LOS A 0.9 6.6 0.03 0.47 55.6

5 T1 334 10.2 0.435 5.9 LOS A 2.7 18.7 0.60 0.66 53.8

6 R2 254 5.1 0.435 11.5 LOS A 2.7 18.7 0.64 0.72 53.2

Approach 1460 4.7 0.435 5.8 LOS A 2.7 18.7 0.27 0.56 54.8


7 L2 82 4.9 0.113 6.5 LOS A 0.5 3.6 0.59 0.69 53.7

8 T1 9 0.0 0.113 6.4 LOS A 0.5 3.6 0.59 0.69 55.6

9 R2 154 5.8 0.152 11.3 LOS A 0.8 5.3 0.59 0.76 51.8

Approach 245 5.3 0.152 9.5 LOS A 0.8 5.3 0.59 0.73 52.5


10 L2 207 6.3 0.312 6.7 LOS A 1.7 12.6 0.62 0.69 53.5

11 T1 98 26.5 0.344 6.5 LOS A 2.1 14.5 0.62 0.71 53.7

12 R2 341 3.8 0.344 11.5 LOS A 2.1 14.5 0.63 0.75 52.1

Approach 646 8.0 0.344 9.2 LOS A 2.1 14.5 0.62 0.73 52.8




Ph 02 9449 5161 Mob 0427 995160

[email protected]

ACN: 150 259 493




June 2015

Appendix B4

Intersection Railway Parade & GWS Road 2

SIDRA Report





MOVEMENT SUMMARY

Site: Railway Parade & GWS Road 2 AM 2014



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average



South: Railway Parade

2 T1 210 5.7 0.097 1.1 LOS A 0.6 4.4 0.37 0.02 58.2

3 R2 6 0.0 0.097 6.9 LOS A 0.6 4.4 0.45 0.02 30.2

Approach 216 5.6 0.097 1.3 NA 0.6 4.4 0.37 0.02 56.8

East: GWS Road 2

4 L2 6 0.0 0.005 0.7 LOS A 0.0 0.1 0.27 0.13 29.1

6 R2 1 0.0 0.005 1.0 LOS A 0.0 0.1 0.27 0.13 29.0

Approach 7 0.0 0.005 0.7 LOS A 0.0 0.1 0.27 0.13 29.1


7 L2 1 0.0 0.102 5.5 LOS A 0.0 0.0 0.00 0.00 58.1

8 T1 380 6.1 0.102 0.0 LOS A 0.0 0.0 0.00 0.00 59.9

Approach 381 6.0 0.102 0.0 NA 0.0 0.0 0.00 0.00 59.9

All Vehicles 604 5.8 0.102 0.5 NA 0.6 4.4 0.14 0.01 58.0


MOVEMENT SUMMARY

Site: Railway Parade & GWS Road 2 AM 2024



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




2 T1 296 4.4 0.134 1.3 LOS A 1.0 6.5 0.40 0.01 58.2

3 R2 6 0.0 0.134 7.1 LOS A 1.0 6.5 0.49 0.02 30.2

Approach 302 4.3 0.134 1.4 NA 1.0 6.5 0.41 0.01 57.1

East: GWS Road 2

4 L2 6 0.0 0.005 0.8 LOS A 0.0 0.1 0.29 0.14 29.1

6 R2 1 0.0 0.005 1.1 LOS A 0.0 0.1 0.29 0.14 29.0

Approach 7 0.0 0.005 0.8 LOS A 0.0 0.1 0.29 0.14 29.1


7 L2 1 0.0 0.111 5.5 LOS A 0.0 0.0 0.00 0.00 58.2

8 T1 416 5.8 0.111 0.0 LOS A 0.0 0.0 0.00 0.00 59.9

Approach 417 5.8 0.111 0.0 NA 0.0 0.0 0.00 0.00 59.9

All Vehicles 726 5.1 0.134 0.6 NA 1.0 6.5 0.17 0.01 58.1




MOVEMENT SUMMARY

Site: Railway Parade & GWS Road 2 AM 2024 + Rezone



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




2 T1 296 4.4 0.134 1.3 LOS A 1.0 6.5 0.40 0.01 58.2

3 R2 6 0.0 0.134 7.1 LOS A 1.0 6.5 0.49 0.02 30.2

Approach 302 4.3 0.134 1.4 NA 1.0 6.5 0.41 0.01 57.1

East: GWS Road 2

4 L2 6 0.0 0.005 0.8 LOS A 0.0 0.1 0.29 0.14 29.1

6 R2 1 0.0 0.005 1.1 LOS A 0.0 0.1 0.29 0.14 29.0

Approach 7 0.0 0.005 0.8 LOS A 0.0 0.1 0.29 0.14 29.1


7 L2 1 0.0 0.111 5.5 LOS A 0.0 0.0 0.00 0.00 58.2

8 T1 416 5.8 0.111 0.0 LOS A 0.0 0.0 0.00 0.00 59.9

Approach 417 5.8 0.111 0.0 NA 0.0 0.0 0.00 0.00 59.9

All Vehicles 726 5.1 0.134 0.6 NA 1.0 6.5 0.17 0.01 58.1


MOVEMENT SUMMARY

Site: Railway Parade & GWS Road 2 AM 2024 + SSD



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




2 T1 296 4.4 0.026 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 296 4.4 0.130 0.0 NA 0.0 0.0 0.00 0.00 60.0

East: GWS Road 2

4 L2 14 78.6 0.016 1.3 LOS A 0.1 0.7 0.34 0.21 28.1

6 R2 1 0.0 0.016 1.6 LOS A 0.1 0.7 0.34 0.21 29.0

Approach 15 73.3 0.016 1.3 LOS A 0.1 0.7 0.34 0.21 28.1


8 T1 416 5.8 0.111 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 416 5.8 0.111 0.0 NA 0.0 0.0 0.00 0.00 60.0

All Vehicles 727 6.6 0.130 0.0 NA 0.1 0.7 0.01 0.00 58.6




MOVEMENT SUMMARY

Site: Railway Parade & GWS Road 2 AM 2024 + SSD



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




2 T1 296 4.4 0.026 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 296 4.4 0.130 0.0 NA 0.0 0.0 0.00 0.00 60.0

East: GWS Road 2

4 L2 14 78.6 0.016 1.3 LOS A 0.1 0.7 0.34 0.21 28.1

6 R2 1 0.0 0.016 1.6 LOS A 0.1 0.7 0.34 0.21 29.0

Approach 15 73.3 0.016 1.3 LOS A 0.1 0.7 0.34 0.21 28.1


8 T1 416 5.8 0.111 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 416 5.8 0.111 0.0 NA 0.0 0.0 0.00 0.00 60.0

All Vehicles 727 6.6 0.130 0.0 NA 0.1 0.7 0.01 0.00 58.6


MOVEMENT SUMMARY

Site: Railway Parade & GWS Road 2 PM 2014



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




2 T1 427 5.6 0.190 0.5 LOS A 1.2 8.1 0.26 0.00 58.9

3 R2 1 0.0 0.190 6.1 LOS A 1.2 8.1 0.31 0.00 30.4

Approach 428 5.6 0.190 0.5 NA 1.2 8.1 0.26 0.00 58.7

East: GWS Road 2

4 L2 1 0.0 0.002 1.0 LOS A 0.0 0.0 0.18 0.10 29.1

6 R2 1 0.0 0.002 1.2 LOS A 0.0 0.0 0.18 0.10 29.1

Approach 2 0.0 0.002 1.1 LOS A 0.0 0.0 0.18 0.10 29.1


7 L2 1 0.0 0.044 5.5 LOS A 0.0 0.0 0.00 0.01 57.9

8 T1 163 6.7 0.044 0.0 LOS A 0.0 0.0 0.00 0.00 59.8

Approach 164 6.7 0.044 0.0 NA 0.0 0.0 0.00 0.00 59.8

All Vehicles 594 5.9 0.190 0.4 NA 1.2 8.1 0.19 0.00 58.8




MOVEMENT SUMMARY

Site: Railway Parade & GWS Road 2 PM 2024



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




2 T1 467 5.4 0.207 0.7 LOS A 1.4 9.5 0.32 0.00 58.6

3 R2 1 0.0 0.207 6.4 LOS A 1.4 9.5 0.38 0.00 30.3

Approach 468 5.3 0.207 0.8 NA 1.4 9.5 0.32 0.00 58.5

East: GWS Road 2

4 L2 1 0.0 0.002 1.2 LOS A 0.0 0.0 0.23 0.13 29.1

6 R2 1 0.0 0.002 1.5 LOS A 0.0 0.0 0.23 0.13 29.0

Approach 2 0.0 0.002 1.3 LOS A 0.0 0.0 0.23 0.13 29.0


7 L2 1 0.0 0.060 5.5 LOS A 0.0 0.0 0.00 0.01 58.0

8 T1 227 5.3 0.060 0.0 LOS A 0.0 0.0 0.00 0.00 59.9

Approach 228 5.3 0.060 0.0 NA 0.0 0.0 0.00 0.00 59.9

All Vehicles 698 5.3 0.207 0.5 NA 1.4 9.5 0.21 0.00 58.8


MOVEMENT SUMMARY

Site: Railway Parade & GWS Road 2 PM 2024 + Rezone



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




2 T1 467 5.4 0.207 0.7 LOS A 1.4 9.5 0.32 0.00 58.6

3 R2 1 0.0 0.207 6.4 LOS A 1.4 9.5 0.38 0.00 30.3

Approach 468 5.3 0.207 0.8 NA 1.4 9.5 0.32 0.00 58.5

East: GWS Road 2

4 L2 1 0.0 0.002 1.2 LOS A 0.0 0.0 0.23 0.13 29.1

6 R2 1 0.0 0.002 1.5 LOS A 0.0 0.0 0.23 0.13 29.0

Approach 2 0.0 0.002 1.3 LOS A 0.0 0.0 0.23 0.13 29.0


7 L2 1 0.0 0.060 5.5 LOS A 0.0 0.0 0.00 0.01 58.0

8 T1 227 5.3 0.060 0.0 LOS A 0.0 0.0 0.00 0.00 59.9

Approach 228 5.3 0.060 0.0 NA 0.0 0.0 0.00 0.00 59.9

All Vehicles 698 5.3 0.207 0.5 NA 1.4 9.5 0.21 0.00 58.8




MOVEMENT SUMMARY

Site: Railway Parade & GWS Road 2 PM 2024 + SSD



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




2 T1 467 5.4 0.041 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 467 5.4 0.207 0.0 NA 0.0 0.0 0.00 0.00 60.0

East: GWS Road 2

4 L2 11 9.1 0.009 0.5 LOS A 0.0 0.2 0.20 0.08 29.1

6 R2 1 0.0 0.009 0.8 LOS A 0.0 0.2 0.20 0.08 29.1

Approach 12 8.3 0.009 0.5 LOS A 0.0 0.2 0.20 0.08 29.1


8 T1 227 5.3 0.060 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 227 5.3 0.060 0.0 NA 0.0 0.0 0.00 0.00 60.0

All Vehicles 706 5.4 0.207 0.0 NA 0.0 0.2 0.00 0.00 58.9


MOVEMENT SUMMARY

Site: Railway Parade & GWS Road 2 PM 2024 + SSD + Rezone



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




2 T1 467 5.4 0.041 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 467 5.4 0.207 0.0 NA 0.0 0.0 0.00 0.00 60.0

East: GWS Road 2

4 L2 11 9.1 0.009 0.5 LOS A 0.0 0.2 0.20 0.08 29.1

6 R2 1 0.0 0.009 0.8 LOS A 0.0 0.2 0.20 0.08 29.1

Approach 12 8.3 0.009 0.5 LOS A 0.0 0.2 0.20 0.08 29.1


8 T1 227 5.3 0.060 0.0 LOS A 0.0 0.0 0.00 0.00 60.0

Approach 227 5.3 0.060 0.0 NA 0.0 0.0 0.00 0.00 60.0

All Vehicles 706 5.4 0.207 0.0 NA 0.0 0.2 0.00 0.00 58.9



Ph 02 9449 5161 Mob 0427 995160

[email protected]

ACN: 150 259 493




June 2015

Appendix B5

Intersection Glenfield Rd & Hurlstone Agricultural College

SIDRA Report





MOVEMENT SUMMARY

Site: Glenfield Rd & Hurlstone Ag AM 2014

Roundabout


Mov ID ODMov

Demand Flows Deg. Satn Average Delay

Level of Service

95% Back of Queue Prop. Queued

Effective Stop Rate

Average Speed Total HV Vehicles Distance


South: Hurlstone Ag

1 L2 2 50.0 0.299 6.8 LOS A 1.9 12.5 0.64 0.74 49.6

2 T1 64 1.6 0.299 6.4 LOS A 1.9 12.5 0.64 0.74 52.0

3 R2 231 0.9 0.299 11.5 LOS A 1.9 12.5 0.64 0.74 52.0

Approach 297 1.3 0.299 10.4 LOS A 1.9 12.5 0.64 0.74 52.0

East: Glenfield Road West

4 L2 607 0.8 0.638 4.2 LOS A 7.2 47.9 0.36 0.52 53.1

5 T1 4 0.0 0.638 4.2 LOS A 7.2 47.9 0.36 0.52 54.4

6 R2 451 4.2 0.638 9.3 LOS A 7.2 47.9 0.36 0.52 54.3

Approach 1062 2.3 0.638 6.3 LOS A 7.2 47.9 0.36 0.52 53.6

North: Glenfield Road East

7 L2 403 4.5 0.389 5.2 LOS A 2.8 19.0 0.54 0.59 53.7

8 T1 46 0.0 0.389 5.2 LOS A 2.8 19.0 0.54 0.59 55.2

9 R2 11 0.0 0.389 10.2 LOS A 2.8 19.0 0.54 0.59 55.3

Approach 460 3.9 0.389 5.3 LOS A 2.8 19.0 0.54 0.59 53.9

West: SW Railway Access

10 L2 14 14.3 0.026 8.0 LOS A 0.2 1.1 0.69 0.65 51.3

11 T1 2 0.0 0.026 8.0 LOS A 0.2 1.1 0.69 0.65 53.0

12 R2 4 0.0 0.026 13.0 LOS A 0.2 1.1 0.69 0.65 53.0

Approach 20 10.0 0.026 9.0 LOS A 0.2 1.1 0.69 0.65 51.8



MOVEMENT SUMMARY

Site: Glenfield Rd & Hurlstone Ag AM 2024

Roundabout


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Hurlstone Ag

1 L2 2 50.0 0.382 8.5 LOS A 2.7 17.9 0.80 0.85 48.6

2 T1 68 1.5 0.382 8.1 LOS A 2.7 17.9 0.80 0.85 50.9

3 R2 242 0.8 0.382 13.1 LOS A 2.7 17.9 0.80 0.85 50.9

Approach 312 1.3 0.382 12.0 LOS A 2.7 17.9 0.80 0.85 50.9


4 L2 638 0.8 0.770 4.4 LOS A 12.6 83.3 0.49 0.51 52.4

5 T1 4 0.0 0.770 4.4 LOS A 12.6 83.3 0.49 0.51 53.7

6 R2 649 3.1 0.770 9.5 LOS A 12.6 83.3 0.49 0.51 53.6

Approach 1291 1.9 0.770 6.9 LOS A 12.6 83.3 0.49 0.51 53.0


7 L2 492 3.9 0.472 5.3 LOS A 3.8 25.7 0.61 0.61 53.5

8 T1 48 0.0 0.472 5.4 LOS A 3.8 25.7 0.61 0.61 55.0

9 R2 12 0.0 0.472 10.4 LOS A 3.8 25.7 0.61 0.61 55.0

Approach 552 3.4 0.472 5.5 LOS A 3.8 25.7 0.61 0.61 53.7


10 L2 15 13.3 0.035 10.5 LOS A 0.2 1.6 0.81 0.72 49.7

11 T1 2 0.0 0.035 10.4 LOS A 0.2 1.6 0.81 0.72 51.2

12 R2 4 0.0 0.035 15.5 LOS B 0.2 1.6 0.81 0.72 51.2

Approach 21 9.5 0.035 11.4 LOS A 0.2 1.6 0.81 0.72 50.1





MOVEMENT SUMMARY

Site: Glenfield Rd & Hurlstone Ag AM 2024 + Rezone

Roundabout


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Hurlstone Ag

1 L2 2 50.0 0.438 10.2 LOS A 3.5 22.9 0.89 0.93 47.6

2 T1 68 1.5 0.438 9.8 LOS A 3.5 22.9 0.89 0.93 49.8

3 R2 242 0.8 0.438 14.9 LOS B 3.5 22.9 0.89 0.93 49.8

Approach 312 1.3 0.438 13.7 LOS A 3.5 22.9 0.89 0.93 49.8


4 L2 638 0.8 0.829 4.5 LOS A 17.1 115.0 0.58 0.50 52.0

5 T1 4 0.0 0.829 4.6 LOS A 17.1 115.0 0.58 0.50 53.3

6 R2 744 5.8 0.829 9.7 LOS A 17.1 115.0 0.58 0.50 53.1

Approach 1386 3.5 0.829 7.3 LOS A 17.1 115.0 0.58 0.50 52.6


7 L2 533 7.9 0.519 5.5 LOS A 4.5 31.0 0.65 0.63 53.3

8 T1 48 0.0 0.519 5.5 LOS A 4.5 31.0 0.65 0.63 54.9

9 R2 12 0.0 0.519 10.5 LOS A 4.5 31.0 0.65 0.63 54.9

Approach 593 7.1 0.519 5.6 LOS A 4.5 31.0 0.65 0.63 53.4


10 L2 15 13.3 0.042 12.3 LOS A 0.3 2.0 0.88 0.75 48.5

11 T1 2 0.0 0.042 12.3 LOS A 0.3 2.0 0.88 0.75 49.9

12 R2 4 0.0 0.042 17.3 LOS B 0.3 2.0 0.88 0.75 50.0

Approach 21 9.5 0.042 13.3 LOS A 0.3 2.0 0.88 0.75 48.9



MOVEMENT SUMMARY

Site: Glenfield Rd & Hurlstone Ag AM 2024 + SSD

Roundabout


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Hurlstone Ag

1 L2 2 50.0 0.384 8.6 LOS A 2.7 18.0 0.81 0.85 48.6

2 T1 68 1.5 0.384 8.2 LOS A 2.7 18.0 0.81 0.85 50.9

3 R2 242 0.8 0.384 13.2 LOS A 2.7 18.0 0.81 0.85 50.9

Approach 312 1.3 0.384 12.1 LOS A 2.7 18.0 0.81 0.85 50.9


4 L2 638 0.8 0.773 4.4 LOS A 12.7 84.6 0.50 0.51 52.4

5 T1 4 0.0 0.773 4.4 LOS A 12.7 84.6 0.50 0.51 53.7

6 R2 653 3.4 0.773 9.5 LOS A 12.7 84.6 0.50 0.51 53.6

Approach 1295 2.1 0.773 7.0 LOS A 12.7 84.6 0.50 0.51 53.0


7 L2 494 4.5 0.475 5.4 LOS A 3.9 26.1 0.62 0.61 53.5

8 T1 48 0.0 0.475 5.4 LOS A 3.9 26.1 0.62 0.61 55.0

9 R2 12 0.0 0.475 10.4 LOS A 3.9 26.1 0.62 0.61 55.0

Approach 554 4.0 0.475 5.5 LOS A 3.9 26.1 0.62 0.61 53.7


10 L2 15 13.3 0.036 10.6 LOS A 0.2 1.6 0.81 0.72 49.6

11 T1 2 0.0 0.036 10.5 LOS A 0.2 1.6 0.81 0.72 51.1

12 R2 4 0.0 0.036 15.5 LOS B 0.2 1.6 0.81 0.72 51.2

Approach 21 9.5 0.036 11.5 LOS A 0.2 1.6 0.81 0.72 50.1





MOVEMENT SUMMARY

Site: Glenfield Rd & Hurlstone Ag AM 2024 + SSD + Rezone

Roundabout


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Hurlstone Ag

1 L2 2 50.0 0.441 10.3 LOS A 3.5 23.2 0.90 0.93 47.5

2 T1 68 1.5 0.441 9.9 LOS A 3.5 23.2 0.90 0.93 49.7

3 R2 242 0.8 0.441 15.0 LOS B 3.5 23.2 0.90 0.93 49.8

Approach 312 1.3 0.441 13.8 LOS A 3.5 23.2 0.90 0.93 49.7


4 L2 638 0.8 0.832 4.6 LOS A 17.4 116.9 0.59 0.50 52.0

5 T1 4 0.0 0.832 4.6 LOS A 17.4 116.9 0.59 0.50 53.3

6 R2 748 6.0 0.832 9.7 LOS A 17.4 116.9 0.59 0.50 53.1

Approach 1390 3.6 0.832 7.3 LOS A 17.4 116.9 0.59 0.50 52.6


7 L2 535 8.4 0.522 5.5 LOS A 4.5 31.5 0.66 0.63 53.3

8 T1 48 0.0 0.522 5.5 LOS A 4.5 31.5 0.66 0.63 54.8

9 R2 12 0.0 0.522 10.5 LOS A 4.5 31.5 0.66 0.63 54.9

Approach 595 7.6 0.522 5.6 LOS A 4.5 31.5 0.66 0.63 53.4


10 L2 15 13.3 0.042 12.4 LOS A 0.3 2.0 0.88 0.76 48.4

11 T1 2 0.0 0.042 12.4 LOS A 0.3 2.0 0.88 0.76 49.9

12 R2 4 0.0 0.042 17.4 LOS B 0.3 2.0 0.88 0.76 49.9

Approach 21 9.5 0.042 13.4 LOS A 0.3 2.0 0.88 0.76 48.8



MOVEMENT SUMMARY

Site: Glenfield Rd & Hurlstone Ag PM 2014

Roundabout


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Hurlstone Ag

1 L2 1 0.0 0.220 6.6 LOS A 1.3 8.4 0.61 0.74 50.6

2 T1 38 0.0 0.220 6.7 LOS A 1.3 8.4 0.61 0.74 51.8

3 R2 177 1.1 0.220 11.7 LOS A 1.3 8.4 0.61 0.74 51.8

Approach 216 0.9 0.220 10.8 LOS A 1.3 8.4 0.61 0.74 51.8


4 L2 88 1.1 0.369 3.8 LOS A 2.8 18.9 0.10 0.60 52.3

5 T1 1 0.0 0.369 3.8 LOS A 2.8 18.9 0.10 0.60 53.5

6 R2 530 3.4 0.369 8.9 LOS A 2.8 18.9 0.10 0.60 53.4

Approach 619 3.1 0.369 8.2 LOS A 2.8 18.9 0.10 0.60 53.3


7 L2 494 4.0 0.405 4.9 LOS A 3.0 20.2 0.49 0.55 54.0

8 T1 10 0.0 0.405 4.9 LOS A 3.0 20.2 0.49 0.55 55.5

9 R2 2 0.0 0.405 9.9 LOS A 3.0 20.2 0.49 0.55 55.6

Approach 506 4.0 0.405 4.9 LOS A 3.0 20.2 0.49 0.55 54.1


10 L2 4 0.0 0.022 7.6 LOS A 0.1 0.8 0.67 0.60 52.6

11 T1 13 0.0 0.022 7.6 LOS A 0.1 0.8 0.67 0.60 53.8

12 R2 1 0.0 0.022 12.7 LOS A 0.1 0.8 0.67 0.60 53.9

Approach 18 0.0 0.022 7.9 LOS A 0.1 0.8 0.67 0.60 53.5





MOVEMENT SUMMARY

Site: Glenfield Rd & Hurlstone Ag PM 2024

Roundabout


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Hurlstone Ag

1 L2 1 0.0 0.245 7.3 LOS A 1.5 9.7 0.67 0.78 50.2

2 T1 40 0.0 0.245 7.4 LOS A 1.5 9.7 0.67 0.78 51.3

3 R2 186 1.1 0.245 12.4 LOS A 1.5 9.7 0.67 0.78 51.3

Approach 227 0.9 0.245 11.5 LOS A 1.5 9.7 0.67 0.78 51.3


4 L2 93 1.1 0.420 3.8 LOS A 3.6 24.3 0.12 0.60 52.2

5 T1 1 0.0 0.420 3.8 LOS A 3.6 24.3 0.12 0.60 53.4

6 R2 613 3.1 0.420 8.9 LOS A 3.6 24.3 0.12 0.60 53.4

Approach 707 2.8 0.420 8.2 LOS A 3.6 24.3 0.12 0.60 53.2


7 L2 798 2.6 0.638 5.4 LOS A 6.3 42.2 0.66 0.61 53.5

8 T1 10 0.0 0.638 5.4 LOS A 6.3 42.2 0.66 0.61 55.0

9 R2 2 0.0 0.638 10.4 LOS A 6.3 42.2 0.66 0.61 55.0

Approach 810 2.6 0.638 5.4 LOS A 6.3 42.2 0.66 0.61 53.5


10 L2 4 0.0 0.025 8.5 LOS A 0.1 1.0 0.72 0.63 51.9

11 T1 14 0.0 0.025 8.6 LOS A 0.1 1.0 0.72 0.63 53.2

12 R2 1 0.0 0.025 13.6 LOS A 0.1 1.0 0.72 0.63 53.2

Approach 19 0.0 0.025 8.8 LOS A 0.1 1.0 0.72 0.63 52.9



MOVEMENT SUMMARY

Site: Glenfield Rd & Hurlstone Ag PM 2024 + Rezone

Roundabout


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Hurlstone Ag

1 L2 1 0.0 0.256 7.8 LOS A 1.6 10.4 0.70 0.80 49.9

2 T1 40 0.0 0.256 7.9 LOS A 1.6 10.4 0.70 0.80 51.0

3 R2 186 1.1 0.256 12.9 LOS A 1.6 10.4 0.70 0.80 51.0

Approach 227 0.9 0.256 12.0 LOS A 1.6 10.4 0.70 0.80 51.0


4 L2 93 1.1 0.451 3.8 LOS A 4.2 29.0 0.12 0.59 52.2

5 T1 1 0.0 0.451 3.8 LOS A 4.2 29.0 0.12 0.59 53.4

6 R2 658 6.8 0.451 8.9 LOS A 4.2 29.0 0.12 0.59 53.2

Approach 752 6.1 0.451 8.3 LOS A 4.2 29.0 0.12 0.59 53.1


7 L2 898 5.2 0.724 6.1 LOS A 8.7 59.6 0.76 0.65 53.2

8 T1 10 0.0 0.724 6.1 LOS A 8.7 59.6 0.76 0.65 54.6

9 R2 1 0.0 0.724 11.1 LOS A 8.7 59.6 0.76 0.65 54.7

Approach 909 5.2 0.724 6.1 LOS A 8.7 59.6 0.76 0.65 53.2


10 L2 4 0.0 0.026 9.2 LOS A 0.2 1.0 0.75 0.65 51.4

11 T1 14 0.0 0.026 9.2 LOS A 0.2 1.0 0.75 0.65 52.7

12 R2 1 0.0 0.026 14.3 LOS A 0.2 1.0 0.75 0.65 52.7

Approach 19 0.0 0.026 9.5 LOS A 0.2 1.0 0.75 0.65 52.4





MOVEMENT SUMMARY

Site: Glenfield Rd & Hurlstone Ag PM 2024 + SSD

Roundabout


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Hurlstone Ag

1 L2 1 0.0 0.245 7.3 LOS A 1.5 9.7 0.67 0.78 50.2

2 T1 40 0.0 0.245 7.4 LOS A 1.5 9.7 0.67 0.78 51.3

3 R2 186 1.1 0.245 12.4 LOS A 1.5 9.7 0.67 0.78 51.3

Approach 227 0.9 0.245 11.5 LOS A 1.5 9.7 0.67 0.78 51.3


4 L2 93 1.1 0.418 3.8 LOS A 3.6 24.2 0.11 0.60 52.2

5 T1 1 0.0 0.418 3.8 LOS A 3.6 24.2 0.11 0.60 53.5

6 R2 613 3.3 0.418 8.9 LOS A 3.6 24.2 0.11 0.60 53.4

Approach 707 3.0 0.418 8.2 LOS A 3.6 24.2 0.11 0.60 53.2


7 L2 800 2.6 0.639 5.4 LOS A 6.3 42.3 0.66 0.61 53.5

8 T1 10 0.0 0.639 5.4 LOS A 6.3 42.3 0.66 0.61 55.0

9 R2 1 0.0 0.639 10.4 LOS A 6.3 42.3 0.66 0.61 55.0

Approach 811 2.6 0.639 5.4 LOS A 6.3 42.3 0.66 0.61 53.5


10 L2 4 0.0 0.025 8.5 LOS A 0.1 1.0 0.72 0.63 51.9

11 T1 14 0.0 0.025 8.6 LOS A 0.1 1.0 0.72 0.63 53.2

12 R2 1 0.0 0.025 13.6 LOS A 0.1 1.0 0.72 0.63 53.2

Approach 19 0.0 0.025 8.8 LOS A 0.1 1.0 0.72 0.63 52.9



MOVEMENT SUMMARY

Site: Glenfield Rd & Hurlstone Ag PM 2024 + SSD + Rezone

Roundabout


Mov ID ODMov


Level of Service


Effective Stop Rate



South: Hurlstone Ag

1 L2 1 0.0 0.256 7.8 LOS A 1.6 10.4 0.70 0.80 49.9

2 T1 40 0.0 0.256 7.8 LOS A 1.6 10.4 0.70 0.80 51.0

3 R2 186 1.1 0.256 12.9 LOS A 1.6 10.4 0.70 0.80 51.0

Approach 227 0.9 0.256 12.0 LOS A 1.6 10.4 0.70 0.80 51.0


4 L2 93 1.1 0.451 3.8 LOS A 4.2 28.9 0.12 0.59 52.2

5 T1 1 0.0 0.451 3.8 LOS A 4.2 28.9 0.12 0.59 53.4

6 R2 657 6.8 0.451 8.9 LOS A 4.2 28.9 0.12 0.59 53.2

Approach 751 6.1 0.451 8.3 LOS A 4.2 28.9 0.12 0.59 53.1


7 L2 899 5.1 0.724 6.0 LOS A 8.7 59.6 0.76 0.65 53.2

8 T1 10 0.0 0.724 6.1 LOS A 8.7 59.6 0.76 0.65 54.6

9 R2 1 0.0 0.724 11.1 LOS A 8.7 59.6 0.76 0.65 54.7

Approach 910 5.1 0.724 6.1 LOS A 8.7 59.6 0.76 0.65 53.2


10 L2 4 0.0 0.026 9.2 LOS A 0.2 1.0 0.75 0.65 51.5

11 T1 14 0.0 0.026 9.2 LOS A 0.2 1.0 0.75 0.65 52.7

12 R2 1 0.0 0.026 14.2 LOS A 0.2 1.0 0.75 0.65 52.7

Approach 19 0.0 0.026 9.5 LOS A 0.2 1.0 0.75 0.65 52.4




Ph 02 9449 5161 Mob 0427 995160

[email protected]

ACN: 150 259 493




June 2015

Appendix B6

Intersection Glenfield Road & Brampton Avenue & Old Glenfield Road

SIDRA Report





MOVEMENT SUMMARY

Site: Glenfield Rd & Brampton Ave & Old Glenfield Rd AM 2014

Signals - Actuated Cycle Time = 100 seconds (User-Given Cycle Time)


Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average



South: Brampton Avenue

1 L2 129 1.6 0.217 31.5 LOS C 4.6 30.2 0.74 0.74 36.4

2 T1 1 0.0 0.217 27.0 LOS B 4.6 30.2 0.74 0.74 35.0

3 R2 108 0.9 0.235 32.2 LOS C 3.9 25.9 0.78 0.73 36.2

Approach 238 1.3 0.235 31.8 LOS C 4.6 30.2 0.76 0.73 36.3

East: Glenfield Road

4 L2 29 0.0 0.287 26.1 LOS B 7.3 49.1 0.67 0.59 41.1

5 T1 587 3.6 0.474 22.4 LOS B 13.5 90.8 0.73 0.63 43.7

6 R2 2 0.0 0.005 16.6 LOS B 0.0 0.3 0.50 0.60 43.3

Approach 618 3.4 0.474 22.6 LOS B 13.5 90.8 0.72 0.63 43.6

North: Old Glenfield Road

7 L2 1 0.0 0.005 37.6 LOS C 0.1 0.5 0.78 0.55 35.1

8 T1 1 0.0 0.005 33.1 LOS C 0.1 0.5 0.78 0.55 33.7

9 R2 3 0.0 0.007 29.4 LOS C 0.1 0.6 0.72 0.60 37.4

Approach 5 0.0 0.007 31.7 LOS C 0.1 0.6 0.75 0.58 36.1


10 L2 3 33.3 0.394 27.7 LOS B 10.6 71.4 0.71 0.62 40.5

11 T1 870 3.0 0.710 24.7 LOS B 21.9 146.7 0.80 0.71 42.7

12 R2 36 11.1 0.077 17.4 LOS B 0.8 6.0 0.52 0.66 42.9

Approach 909 3.4 0.710 24.4 LOS B 21.9 146.7 0.79 0.70 42.7

All Vehicles 1770 3.1 0.710 24.8 LOS B 21.9 146.7 0.76 0.68 42.0




MOVEMENT SUMMARY

Site: Glenfield Rd & Brampton Ave & Old Glenfield Rd AM 2024



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 218 0.9 0.362 33.1 LOS C 8.1 53.5 0.79 0.77 35.9

2 T1 1 0.0 0.362 28.6 LOS C 8.1 53.5 0.79 0.77 34.4

3 R2 76 1.3 0.170 31.7 LOS C 2.7 18.0 0.76 0.71 36.4

Approach 295 1.0 0.362 32.8 LOS C 8.1 53.5 0.78 0.75 36.0


4 L2 25 0.0 0.317 25.8 LOS B 8.3 55.5 0.67 0.59 41.4

5 T1 672 3.3 0.523 22.2 LOS B 15.5 104.0 0.74 0.64 43.9

6 R2 12 0.0 0.031 17.0 LOS B 0.3 1.8 0.51 0.63 43.2

Approach 709 3.1 0.523 22.3 LOS B 15.5 104.0 0.73 0.64 43.8


7 L2 30 0.0 0.053 30.4 LOS C 1.0 6.7 0.70 0.67 36.9

8 T1 1 0.0 0.053 25.9 LOS B 1.0 6.7 0.70 0.67 35.4

9 R2 32 0.0 0.078 30.7 LOS C 1.1 7.2 0.74 0.67 36.9

Approach 63 0.0 0.078 30.5 LOS C 1.1 7.2 0.72 0.67 36.9


10 L2 13 7.7 0.427 27.1 LOS B 11.9 79.5 0.72 0.63 40.8

11 T1 937 2.9 0.769 24.5 LOS B 23.9 159.6 0.81 0.72 42.8

12 R2 75 5.3 0.168 17.8 LOS B 1.8 12.4 0.54 0.68 42.7

Approach 1025 3.1 0.769 24.1 LOS B 23.9 159.6 0.79 0.72 42.7





MOVEMENT SUMMARY

Site: Glenfield Rd & Brampton Ave & Old Glenfield Rd AM 2024 + Rezone



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 218 0.9 0.373 34.0 LOS C 8.3 54.3 0.80 0.77 35.5

2 T1 1 0.0 0.373 29.4 LOS C 8.3 54.3 0.80 0.77 34.1

3 R2 76 1.3 0.177 32.8 LOS C 2.8 18.5 0.77 0.71 36.0

Approach 295 1.0 0.373 33.7 LOS C 8.3 54.3 0.79 0.76 35.7


4 L2 25 0.0 0.330 24.6 LOS B 8.7 59.7 0.66 0.58 41.9

5 T1 713 6.3 0.545 21.1 LOS B 16.1 110.9 0.72 0.64 44.5

6 R2 12 0.0 0.035 16.6 LOS B 0.3 1.7 0.50 0.63 43.4

Approach 750 6.0 0.545 21.1 LOS B 16.1 110.9 0.72 0.64 44.4


7 L2 30 0.0 0.054 31.2 LOS C 1.1 6.8 0.71 0.68 36.6

8 T1 1 0.0 0.054 26.7 LOS B 1.1 6.8 0.71 0.68 35.1

9 R2 32 0.0 0.082 31.7 LOS C 1.1 7.4 0.75 0.67 36.5

Approach 63 0.0 0.082 31.4 LOS C 1.1 7.4 0.73 0.67 36.5


10 L2 13 7.7 0.469 26.3 LOS B 13.4 91.8 0.72 0.63 41.2

11 T1 1033 4.9 0.844 23.7 LOS B 26.0 177.2 0.82 0.73 43.2

12 R2 75 5.3 0.178 17.4 LOS B 1.8 12.2 0.53 0.68 42.9

Approach 1121 5.0 0.844 23.3 LOS B 26.0 177.2 0.80 0.72 43.1





MOVEMENT SUMMARY

Site: Glenfield Rd & Brampton Ave & Old Glenfield Rd AM 2024 + SSD



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 218 0.9 0.362 33.1 LOS C 8.1 53.5 0.79 0.77 35.9

2 T1 1 0.0 0.362 28.6 LOS C 8.1 53.5 0.79 0.77 34.4

3 R2 76 1.3 0.170 31.7 LOS C 2.7 18.0 0.76 0.71 36.4

Approach 295 1.0 0.362 32.8 LOS C 8.1 53.5 0.78 0.75 36.0


4 L2 25 0.0 0.318 25.8 LOS B 8.3 55.9 0.67 0.59 41.4

5 T1 674 3.7 0.526 22.3 LOS B 15.6 105.0 0.74 0.65 43.8

6 R2 12 0.0 0.031 17.0 LOS B 0.3 1.8 0.51 0.63 43.2

Approach 711 3.5 0.526 22.3 LOS B 15.6 105.0 0.73 0.64 43.7


7 L2 30 0.0 0.053 30.4 LOS C 1.0 6.7 0.70 0.67 36.9

8 T1 1 0.0 0.053 25.9 LOS B 1.0 6.7 0.70 0.67 35.4

9 R2 32 0.0 0.078 30.7 LOS C 1.1 7.2 0.74 0.67 36.9

Approach 63 0.0 0.078 30.5 LOS C 1.1 7.2 0.72 0.67 36.9


10 L2 13 7.7 0.430 27.1 LOS B 11.9 80.1 0.72 0.63 40.8

11 T1 941 3.1 0.773 24.6 LOS B 24.0 161.0 0.81 0.72 42.7

12 R2 75 5.3 0.169 17.8 LOS B 1.8 12.4 0.54 0.68 42.7

Approach 1029 3.3 0.773 24.1 LOS B 24.0 161.0 0.79 0.72 42.7





MOVEMENT SUMMARY

Site: Glenfield Rd & Brampton Ave & Old Glenfield Rd AM 2024 + Rezone + SSD



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 218 0.9 0.373 34.0 LOS C 8.3 54.3 0.80 0.77 35.5

2 T1 1 0.0 0.373 29.4 LOS C 8.3 54.3 0.80 0.77 34.1

3 R2 76 1.3 0.177 32.8 LOS C 2.8 18.5 0.77 0.71 36.0

Approach 295 1.0 0.373 33.7 LOS C 8.3 54.3 0.79 0.76 35.7


4 L2 25 0.0 0.331 24.6 LOS B 8.7 60.1 0.66 0.58 41.9

5 T1 715 6.7 0.547 21.1 LOS B 16.1 111.9 0.72 0.64 44.5

6 R2 12 0.0 0.035 16.6 LOS B 0.3 1.7 0.50 0.63 43.4

Approach 752 6.4 0.547 21.2 LOS B 16.1 111.9 0.72 0.64 44.4


7 L2 30 0.0 0.054 31.2 LOS C 1.1 6.8 0.71 0.68 36.6

8 T1 1 0.0 0.054 26.7 LOS B 1.1 6.8 0.71 0.68 35.1

9 R2 32 0.0 0.082 31.7 LOS C 1.1 7.4 0.75 0.67 36.5

Approach 63 0.0 0.082 31.4 LOS C 1.1 7.4 0.73 0.67 36.5


10 L2 13 7.7 0.472 26.4 LOS B 13.5 92.5 0.72 0.64 41.2

11 T1 1037 5.1 0.849 23.7 LOS B 26.1 178.5 0.82 0.73 43.2

12 R2 75 5.3 0.178 17.4 LOS B 1.8 12.2 0.53 0.68 42.9

Approach 1125 5.2 0.849 23.4 LOS B 26.1 178.5 0.80 0.73 43.1





MOVEMENT SUMMARY

Site: Glenfield Rd & Brampton Ave & Old Glenfield Rd PM 2014



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 57 3.5 0.092 28.7 LOS C 1.9 12.7 0.68 0.69 37.5

2 T1 1 0.0 0.092 24.1 LOS B 1.9 12.7 0.68 0.69 36.0

3 R2 22 0.0 0.043 27.7 LOS B 0.7 4.6 0.70 0.66 37.9

Approach 80 2.5 0.092 28.4 LOS B 1.9 12.7 0.69 0.68 37.6


4 L2 24 0.0 0.337 30.1 LOS C 8.3 55.8 0.73 0.64 39.4

5 T1 614 3.3 0.556 26.8 LOS B 15.4 103.2 0.79 0.69 41.6

6 R2 1 0.0 0.002 18.0 LOS B 0.0 0.2 0.53 0.59 42.7

Approach 639 3.1 0.556 26.9 LOS B 15.4 103.2 0.79 0.69 41.5


7 L2 2 0.0 0.006 35.2 LOS C 0.1 0.7 0.75 0.57 35.7

8 T1 1 0.0 0.006 30.6 LOS C 0.1 0.7 0.75 0.57 34.3

9 R2 5 20.0 0.011 27.5 LOS B 0.2 1.2 0.70 0.61 37.8

Approach 8 12.5 0.011 29.8 LOS C 0.2 1.2 0.72 0.60 36.8


10 L2 6 0.0 0.275 29.4 LOS C 6.6 44.4 0.71 0.60 39.9

11 T1 540 4.3 0.495 26.0 LOS B 13.2 89.4 0.77 0.66 42.0

12 R2 87 1.1 0.176 19.3 LOS B 2.2 14.5 0.57 0.69 42.0

Approach 633 3.8 0.495 25.1 LOS B 13.2 89.4 0.74 0.66 42.0





MOVEMENT SUMMARY

Site: Glenfield Rd & Brampton Ave & Old Glenfield Rd PM 2024



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 75 2.7 0.122 29.0 LOS C 2.5 16.7 0.69 0.71 37.3

2 T1 1 0.0 0.122 24.4 LOS B 2.5 16.7 0.69 0.71 35.8

3 R2 24 0.0 0.049 28.7 LOS C 0.8 5.1 0.72 0.66 37.5

Approach 100 2.0 0.122 28.9 LOS C 2.5 16.7 0.70 0.70 37.4


4 L2 71 0.0 0.370 29.1 LOS C 9.6 63.9 0.73 0.66 39.5

5 T1 653 3.1 0.610 25.9 LOS B 17.1 114.6 0.80 0.70 41.9

6 R2 29 0.0 0.060 18.2 LOS B 0.7 4.5 0.54 0.66 42.6

Approach 753 2.7 0.610 25.9 LOS B 17.1 114.6 0.78 0.70 41.7


7 L2 12 0.0 0.022 30.0 LOS C 0.4 2.8 0.69 0.64 37.1

8 T1 1 0.0 0.022 25.4 LOS B 0.4 2.8 0.69 0.64 35.6

9 R2 15 6.7 0.033 28.5 LOS C 0.5 3.4 0.71 0.64 37.6

Approach 28 3.6 0.033 29.0 LOS C 0.5 3.4 0.70 0.64 37.3


10 L2 35 0.0 0.319 28.5 LOS B 8.0 53.9 0.71 0.63 40.0

11 T1 637 3.8 0.575 25.6 LOS B 16.5 111.5 0.79 0.69 42.1

12 R2 214 0.5 0.459 20.1 LOS B 5.8 37.9 0.62 0.73 41.6

Approach 886 2.8 0.575 24.4 LOS B 16.5 111.5 0.74 0.70 41.9





MOVEMENT SUMMARY

Site: Glenfield Rd & Brampton Ave & Old Glenfield Rd PM 2024 + Rezone



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 75 2.7 0.125 29.8 LOS C 2.5 17.0 0.70 0.71 37.1

2 T1 1 0.0 0.125 25.2 LOS B 2.5 17.0 0.70 0.71 35.6

3 R2 24 0.0 0.051 29.5 LOS C 0.8 5.3 0.73 0.66 37.2

Approach 100 2.0 0.125 29.7 LOS C 2.5 17.0 0.71 0.70 37.1


4 L2 71 0.0 0.407 28.1 LOS B 10.9 74.1 0.73 0.66 39.9

5 T1 754 6.2 0.673 25.3 LOS B 19.8 136.8 0.81 0.72 42.2

6 R2 29 0.0 0.063 17.7 LOS B 0.7 4.4 0.53 0.66 42.8

Approach 854 5.5 0.673 25.2 LOS B 19.8 136.8 0.79 0.71 42.0


7 L2 12 0.0 0.023 30.8 LOS C 0.4 2.8 0.70 0.64 36.8

8 T1 1 0.0 0.023 26.2 LOS B 0.4 2.8 0.70 0.64 35.3

9 R2 15 6.7 0.034 29.4 LOS C 0.5 3.5 0.72 0.65 37.3

Approach 28 3.6 0.034 29.9 LOS C 0.5 3.5 0.71 0.64 37.0


10 L2 35 0.0 0.331 27.3 LOS B 8.4 58.1 0.70 0.62 40.5

11 T1 682 7.3 0.596 24.5 LOS B 17.5 122.1 0.78 0.69 42.7

12 R2 214 0.5 0.504 19.6 LOS B 5.7 37.4 0.61 0.73 41.9

Approach 931 5.5 0.596 23.4 LOS B 17.5 122.1 0.74 0.69 42.4





MOVEMENT SUMMARY

Site: Glenfield Rd & Brampton Ave & Old Glenfield Rd PM 2024 + SSD



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 75 2.7 0.122 29.0 LOS C 2.5 16.7 0.69 0.71 37.3

2 T1 1 0.0 0.122 24.4 LOS B 2.5 16.7 0.69 0.71 35.8

3 R2 24 0.0 0.049 28.7 LOS C 0.8 5.1 0.72 0.66 37.5

Approach 100 2.0 0.122 28.9 LOS C 2.5 16.7 0.70 0.70 37.4


4 L2 71 0.0 0.371 29.1 LOS C 9.6 64.2 0.73 0.66 39.5

5 T1 655 3.2 0.613 25.9 LOS B 17.2 115.2 0.80 0.71 41.9

6 R2 29 0.0 0.060 18.2 LOS B 0.7 4.5 0.54 0.66 42.6

Approach 755 2.8 0.613 25.9 LOS B 17.2 115.2 0.78 0.70 41.7


7 L2 12 0.0 0.022 30.0 LOS C 0.4 2.8 0.69 0.64 37.1

8 T1 1 0.0 0.022 25.4 LOS B 0.4 2.8 0.69 0.64 35.6

9 R2 15 6.7 0.033 28.5 LOS C 0.5 3.4 0.71 0.64 37.6

Approach 28 3.6 0.033 29.0 LOS C 0.5 3.4 0.70 0.64 37.3


10 L2 35 0.0 0.320 28.5 LOS C 8.0 54.0 0.71 0.63 40.0

11 T1 637 3.9 0.576 25.6 LOS B 16.5 111.7 0.79 0.69 42.1

12 R2 214 0.5 0.460 20.1 LOS B 5.8 37.9 0.62 0.73 41.6

Approach 886 2.9 0.576 24.4 LOS B 16.5 111.7 0.74 0.70 41.9





MOVEMENT SUMMARY

Site: Glenfield Rd & Brampton Ave & Old Glenfield Rd PM 2024 + SSD + Rezone



Mov ID ODMo

v


Delay

Level of

Service


Queued

Effective

Stop Rate

Average




1 L2 75 2.7 0.125 29.8 LOS C 2.5 17.0 0.70 0.71 37.1

2 T1 1 0.0 0.125 25.2 LOS B 2.5 17.0 0.70 0.71 35.6

3 R2 24 0.0 0.051 29.5 LOS C 0.8 5.3 0.73 0.66 37.2

Approach 100 2.0 0.125 29.7 LOS C 2.5 17.0 0.71 0.70 37.1


4 L2 71 0.0 0.408 28.1 LOS B 10.9 74.1 0.73 0.66 39.9

5 T1 755 6.1 0.673 25.3 LOS B 19.8 136.9 0.81 0.72 42.2

6 R2 29 0.0 0.063 17.7 LOS B 0.7 4.4 0.53 0.66 42.8

Approach 855 5.4 0.673 25.3 LOS B 19.8 136.9 0.79 0.71 42.0


7 L2 12 0.0 0.023 30.8 LOS C 0.4 2.8 0.70 0.64 36.8

8 T1 1 0.0 0.023 26.2 LOS B 0.4 2.8 0.70 0.64 35.3

9 R2 15 6.7 0.034 29.4 LOS C 0.5 3.5 0.72 0.65 37.3

Approach 28 3.6 0.034 29.9 LOS C 0.5 3.5 0.71 0.64 37.0


10 L2 35 0.0 0.332 27.3 LOS B 8.4 58.2 0.70 0.62 40.5

11 T1 682 7.5 0.597 24.5 LOS B 17.5 122.3 0.78 0.69 42.7

12 R2 214 0.5 0.504 19.6 LOS B 5.7 37.4 0.61 0.73 41.9

Approach 931 5.6 0.597 23.4 LOS B 17.5 122.3 0.74 0.69 42.4




Ph 02 9449 5161 Mob 0427 995160

[email protected]

ACN: 150 259 493




June 2015

Appendix B7

Intersection Campbelltown Road & Glenfield Road

SIDRA Report





MOVEMENT SUMMARY

Site: Campbelltown Rd & Glenfield Rd AM 2014 Signals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate



South: CAMPBELLTOWN RD - SOUTH

2 T1 768 5.2 0.255 20.4 LOS B 10.0 68.4 0.58 0.50 50.4

3 R2 131 3.1 0.446 68.6 LOS E 8.8 58.7 0.95 0.80 29.2

Approach 899 4.9 0.446 27.4 LOS B 10.0 68.4 0.64 0.55 45.6

East: GLENFIELD RD

4 L2 73 8.2 0.041 5.7 LOS A 0.0 0.0 0.00 0.52 54.6

6 R2 613 2.9 0.453 40.8 LOS C 17.5 116.8 0.78 0.80 36.6

Approach 686 3.5 0.453 37.1 LOS C 17.5 116.8 0.70 0.77 37.9

North: CAMPBELLTOWN RD - NORTH

7 L2 755 3.7 0.543 8.5 LOS A 11.1 74.8 0.29 0.68 55.4

8 T1 811 10.6 0.449 41.0 LOS C 13.7 98.9 0.75 0.64 39.3

Approach 1566 7.3 0.543 25.3 LOS B 13.7 98.9 0.53 0.66 45.7



MOVEMENT SUMMARY

Site: Campbelltown Rd & Glenfield Rd AM 2024 Signals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate




2 T1 1826 2.6 0.575 23.7 LOS B 28.8 192.2 0.71 0.65 48.2

3 R2 148 2.7 0.574 72.6 LOS F 10.3 68.8 0.99 0.81 28.2

Approach 1974 2.6 0.575 27.3 LOS B 28.8 192.2 0.73 0.66 45.8

East: GLENFIELD RD

4 L2 93 6.5 0.087 8.9 LOS A 1.4 9.7 0.26 0.62 52.8

6 R2 793 2.4 0.576 45.5 LOS D 22.9 152.4 0.86 0.83 35.0

Approach 886 2.8 0.576 41.7 LOS C 22.9 152.4 0.79 0.81 36.3


7 L2 853 3.4 0.611 9.2 LOS A 16.2 108.7 0.36 0.71 54.8

8 T1 1133 14.8 0.573 37.7 LOS C 19.4 145.0 0.76 0.67 40.8

Approach 1986 9.9 0.611 25.4 LOS B 19.4 145.0 0.59 0.68 45.8

All Vehicles 4846 5.6 0.611 29.2 LOS C 28.8 192.2 0.69 0.70 43.7




MOVEMENT SUMMARY

Site: Campbelltown Rd & Glenfield Rd AM 2024 + REZONE Signals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate




2 T1 1826 2.6 0.568 23.0 LOS B 28.4 189.3 0.70 0.64 48.7

3 R2 169 5.3 0.584 70.3 LOS E 11.6 79.5 0.98 0.82 28.7

Approach 1995 2.8 0.584 27.0 LOS B 28.4 189.3 0.73 0.65 46.0

East: GLENFIELD RD

4 L2 120 17.5 0.120 9.4 LOS A 1.9 14.8 0.28 0.62 50.2

6 R2 807 3.3 0.600 46.7 LOS D 23.7 159.4 0.87 0.84 34.5

Approach 927 5.2 0.600 41.9 LOS C 23.7 159.4 0.79 0.81 36.0


7 L2 928 5.2 0.684 10.0 LOS A 21.9 149.5 0.44 0.73 54.1

8 T1 1133 14.8 0.595 39.8 LOS C 20.1 150.2 0.79 0.69 39.8

Approach 2061 10.5 0.684 26.4 LOS B 21.9 150.2 0.63 0.71 45.2



MOVEMENT SUMMARY

Site: Campbelltown Rd & Glenfield Rd AM 2024 + SSD Signals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate




2 T1 1826 2.6 0.575 23.7 LOS B 28.8 192.2 0.71 0.65 48.2

3 R2 148 2.7 0.574 72.6 LOS F 10.3 68.8 0.99 0.81 28.2

Approach 1974 2.6 0.575 27.3 LOS B 28.8 192.2 0.73 0.66 45.8

East: GLENFIELD RD

4 L2 94 7.4 0.089 8.9 LOS A 1.4 9.9 0.26 0.62 52.6

6 R2 795 2.6 0.578 45.6 LOS D 23.0 153.3 0.86 0.83 35.0

Approach 889 3.1 0.578 41.7 LOS C 23.0 153.3 0.79 0.81 36.2


7 L2 857 3.6 0.615 9.2 LOS A 16.4 110.2 0.37 0.71 54.8

8 T1 1133 14.8 0.573 37.7 LOS C 19.4 145.0 0.76 0.67 40.8

Approach 1990 10.0 0.615 25.4 LOS B 19.4 145.0 0.59 0.68 45.8





MOVEMENT SUMMARY

Site: Campbelltown Rd & Glenfield Rd AM 2024 + SSD + REZONE Signals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate




2 T1 1826 2.6 0.568 23.0 LOS B 28.4 189.3 0.70 0.64 48.7

3 R2 169 5.3 0.584 70.3 LOS E 11.6 79.5 0.98 0.82 28.7

Approach 1995 2.8 0.584 27.0 LOS B 28.4 189.3 0.73 0.65 46.0

East: GLENFIELD RD

4 L2 121 18.2 0.121 9.4 LOS A 2.0 15.1 0.28 0.62 50.0

6 R2 810 3.7 0.604 46.8 LOS D 23.9 160.9 0.87 0.84 34.5

Approach 931 5.6 0.604 41.9 LOS C 23.9 160.9 0.80 0.81 35.9


7 L2 932 5.4 0.688 10.0 LOS A 22.2 151.8 0.45 0.74 54.1

8 T1 1133 14.8 0.595 39.8 LOS C 20.1 150.2 0.79 0.69 39.8

Approach 2065 10.6 0.688 26.4 LOS B 22.2 151.8 0.63 0.71 45.2



MOVEMENT SUMMARY

Site: Campbelltown Rd & Glenfield Rd PM 2014 Signals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate




2 T1 376 5.3 0.105 11.7 LOS A 3.6 24.3 0.42 0.35 57.3

3 R2 80 1.3 0.538 80.7 LOS F 5.8 38.5 1.00 0.77 26.6

Approach 456 4.6 0.538 23.8 LOS B 5.8 38.5 0.52 0.42 47.6

East: GLENFIELD RD

4 L2 132 1.5 0.071 5.6 LOS A 0.0 0.0 0.00 0.53 54.9

6 R2 543 3.1 0.572 52.8 LOS D 19.0 127.5 0.89 0.82 32.7

Approach 675 2.8 0.572 43.6 LOS D 19.0 127.5 0.71 0.76 35.5


7 L2 559 4.7 0.375 7.6 LOS A 5.1 35.0 0.20 0.65 56.1

8 T1 1637 4.9 0.564 20.4 LOS B 20.5 140.1 0.57 0.51 50.4

Approach 2196 4.9 0.564 17.2 LOS B 20.5 140.1 0.47 0.54 51.7





MOVEMENT SUMMARY

Site: Campbelltown Rd & Glenfield Rd PM 2024 Signals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate




2 T1 749 2.9 0.178 6.7 LOS A 5.6 37.2 0.34 0.29 62.1

3 R2 113 0.9 0.826 88.6 LOS F 8.9 58.5 1.00 0.90 25.1

Approach 862 2.7 0.826 17.4 LOS B 8.9 58.5 0.42 0.37 52.0

East: GLENFIELD RD

4 L2 145 1.4 0.247 20.8 LOS B 5.4 35.6 0.57 0.73 45.9

6 R2 597 3.0 0.840 75.4 LOS F 22.8 152.6 1.00 0.92 27.2

Approach 742 2.7 0.840 64.8 LOS E 22.8 152.6 0.92 0.88 29.6


7 L2 780 3.5 0.515 8.3 LOS A 10.9 73.3 0.28 0.67 55.6

8 T1 2703 6.8 0.779 12.3 LOS A 32.4 224.9 0.55 0.51 56.7

Approach 3483 6.1 0.779 11.4 LOS A 32.4 224.9 0.49 0.55 56.5



MOVEMENT SUMMARY

Site: Campbelltown Rd & Glenfield Rd PM 2024 + REZONE Signals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate




2 T1 749 2.9 0.179 7.0 LOS A 5.7 38.1 0.34 0.30 61.7

3 R2 124 6.5 0.864 91.0 LOS F 10.0 69.3 1.00 0.94 24.7

Approach 873 3.4 0.864 19.0 LOS B 10.0 69.3 0.44 0.39 50.9

East: GLENFIELD RD

4 L2 211 8.5 0.364 26.0 LOS B 9.6 68.1 0.69 0.78 42.1

6 R2 632 4.4 0.869 78.3 LOS F 24.9 169.2 1.00 0.95 26.6

Approach 843 5.5 0.869 65.2 LOS E 24.9 169.2 0.92 0.91 29.3


7 L2 814 5.7 0.551 8.8 LOS A 13.5 92.6 0.32 0.69 55.1

8 T1 2703 6.8 0.796 13.9 LOS A 35.6 247.0 0.60 0.56 55.3

Approach 3517 6.5 0.796 12.8 LOS A 35.6 247.0 0.54 0.59 55.3





MOVEMENT SUMMARY

Site: Campbelltown Rd & Glenfield Rd PM 2024 + SSD Signals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate




2 T1 749 2.9 0.178 6.7 LOS A 5.6 37.2 0.34 0.29 62.1

3 R2 113 0.9 0.826 88.6 LOS F 8.9 58.5 1.00 0.90 25.1

Approach 862 2.7 0.826 17.4 LOS B 8.9 58.5 0.42 0.37 52.0

East: GLENFIELD RD

4 L2 146 1.4 0.249 20.9 LOS B 5.4 35.9 0.57 0.73 45.9

6 R2 597 2.8 0.840 75.3 LOS F 22.8 152.2 1.00 0.92 27.2

Approach 743 2.6 0.840 64.6 LOS E 22.8 152.2 0.92 0.88 29.6


7 L2 780 3.6 0.515 8.3 LOS A 10.9 73.5 0.28 0.67 55.6

8 T1 2703 6.8 0.779 12.3 LOS A 32.4 224.9 0.55 0.51 56.7

Approach 3483 6.1 0.779 11.4 LOS A 32.4 224.9 0.49 0.55 56.5



MOVEMENT SUMMARY

Site: Campbelltown Rd & Glenfield Rd PM 2024 + SSD + REZONE Signals - Fixed Time Cycle Time = 150 seconds (User-Given Cycle Time)


Mov ID ODMov


Level of Service


Effective Stop Rate




2 T1 749 2.9 0.179 7.0 LOS A 5.7 38.1 0.34 0.30 61.7

3 R2 124 6.5 0.864 91.0 LOS F 10.0 69.3 1.00 0.94 24.7

Approach 873 3.4 0.864 19.0 LOS B 10.0 69.3 0.44 0.39 50.9

East: GLENFIELD RD

4 L2 211 8.5 0.364 26.0 LOS B 9.6 68.1 0.69 0.78 42.1

6 R2 633 4.4 0.870 78.5 LOS F 25.0 169.7 1.00 0.95 26.5

Approach 844 5.5 0.870 65.4 LOS E 25.0 169.7 0.92 0.91 29.2


7 L2 814 5.8 0.551 8.8 LOS A 13.5 92.8 0.32 0.69 55.1

8 T1 2703 6.8 0.796 13.9 LOS A 35.6 247.0 0.60 0.56 55.3

Approach 3517 6.6 0.796 12.8 LOS A 35.6 247.0 0.54 0.59 55.3




Ph 02 9449 5161 Mob 0427 995160

[email protected]

ACN: 150 259 493




June 2015

Appendix B8

Intersection Cambridge Avenue & GWS Road 3

SIDRA Report





MOVEMENT SUMMARY

Site: GWS 3 & CR AM 2024 + Rezone Roundabout


Mov ID ODMov


Level of Service


Effective Stop Rate




5 T1 271 4.8 0.123 2.5 LOS A 0.9 6.2 0.25 0.37 54.4

6 R2 63 11.1 0.123 8.0 LOS A 0.9 6.2 0.25 0.38 52.6

Approach 334 6.0 0.123 4.0 LOS A 0.9 6.2 0.25 0.37 54.1

North: GWS Road 3

7 L2 21 33.3 0.051 7.7 LOS A 0.2 2.0 0.75 0.70 36.3

9 R2 53 50.9 0.097 8.2 LOS A 0.5 4.7 0.77 0.79 36.2

Approach 74 45.9 0.097 8.1 LOS A 0.5 4.7 0.76 0.77 36.2


10 L2 130 20.8 0.386 3.4 LOS A 3.1 21.5 0.30 0.34 52.0

11 T1 1381 2.9 0.543 4.0 LOS A 5.4 36.0 0.32 0.36 55.9

Approach 1511 4.4 0.543 3.6 LOS A 5.4 36.0 0.32 0.36 55.5



MOVEMENT SUMMARY

Site: GWS 3 & CR AM + Rezone + SSD Roundabout


Mov ID ODMov


Level of Service


Effective Stop Rate




5 T1 265 3.4 0.121 2.4 LOS A 0.9 6.0 0.25 0.37 54.4

6 R2 63 11.1 0.121 7.9 LOS A 0.9 6.0 0.24 0.38 52.5

Approach 328 4.9 0.121 4.0 LOS A 0.9 6.0 0.25 0.37 54.0

North: GWS Road 3

7 L2 21 33.3 0.051 7.8 LOS A 0.2 2.0 0.76 0.71 36.2

9 R2 53 50.9 0.099 8.4 LOS A 0.5 4.8 0.77 0.80 36.1

Approach 74 45.9 0.099 8.2 LOS A 0.5 4.8 0.77 0.77 36.1


10 L2 130 20.8 0.392 3.4 LOS A 3.1 22.0 0.31 0.34 52.0

11 T1 1397 3.5 0.550 4.0 LOS A 5.5 37.1 0.32 0.36 55.8

Approach 1527 5.0 0.550 3.7 LOS A 5.5 37.1 0.32 0.36 55.5





MOVEMENT SUMMARY

Site: GWS 3 & CR PM 2024 + Rezone Roundabout


Mov ID ODMov


Level of Service


Effective Stop Rate




5 T1 1351 3.1 0.534 4.4 LOS A 5.2 35.4 0.49 0.44 55.6

6 R2 21 33.3 0.534 10.3 LOS A 5.2 35.4 0.50 0.44 54.6

Approach 1372 3.6 0.534 4.5 LOS A 5.2 35.4 0.49 0.44 55.5

North: GWS Road 3

7 L2 65 10.8 0.071 1.6 LOS A 0.3 2.2 0.46 0.31 38.7

9 R2 135 20.7 0.120 3.4 LOS A 0.6 4.4 0.45 0.47 38.1

Approach 200 17.5 0.120 2.8 LOS A 0.6 4.4 0.45 0.42 38.3


10 L2 55 50.9 0.109 2.7 LOS A 0.7 5.4 0.14 0.26 50.4

11 T1 379 1.3 0.153 3.6 LOS A 1.1 7.1 0.13 0.32 56.5

Approach 434 7.6 0.153 3.1 LOS A 1.1 7.1 0.14 0.31 55.7



MOVEMENT SUMMARY

Site: GWS 3 & CR PM 2024 + Rezone + SSD Roundabout


Mov ID ODMov


Level of Service


Effective Stop Rate




5 T1 1346 3.0 0.591 4.4 LOS A 5.5 36.9 0.48 0.45 55.6

6 R2 21 33.3 0.591 10.4 LOS A 5.5 36.9 0.51 0.44 54.5

Approach 1367 3.4 0.591 4.6 LOS A 5.5 36.9 0.48 0.45 55.6

North: GWS Road 3

7 L2 65 10.8 0.071 1.7 LOS A 0.3 2.2 0.46 0.31 38.7

9 R2 135 20.7 0.121 3.4 LOS A 0.6 4.4 0.45 0.47 38.1

Approach 200 17.5 0.121 2.8 LOS A 0.6 4.4 0.45 0.42 38.3


10 L2 55 50.9 0.122 2.7 LOS A 0.7 5.3 0.13 0.26 50.6

11 T1 386 1.8 0.172 3.6 LOS A 1.0 6.9 0.12 0.32 56.6

Approach 441 7.9 0.172 3.1 LOS A 1.0 6.9 0.12 0.31 55.8




Ph 02 9449 5161 Mob 0427 995160

[email protected]

ACN: 150 259 493




June 2015

Appendix C RMS Crash Data


GWS Rezoning Proposal TIA Appendix C RMS Crash Data June 2015


Contents

1 Cambridge Avenue

Table 1.1 Detailed Crash Report 2008 - 2013

Table 1.2 Summary Crash Report 2008 - 2013

2 Glenfield Road

Table 2.1 Detailed Crash Report 2008 - 2013

Table 2.2 Summary Crash Report 2008 - 2013



Table 1.1 Cambridge Avenue Detailed Crash Report 2008 - 2013



Table 1.1 Cambridge Avenue Detailed Crash Report 2008 – 2013 (Continued)



Table 1.1 Cambridge Avenue Detailed Crash Report 2008 – 2013 (Continued)



Table 1.2 Cambridge Avenue Summary Crash Report 2008 – 2013



Table 2.1 Glenfield Road Detailed Crash Report 2008 – 2013



Table 2.1 Glenfield Road Detailed Crash Report 2008 – 2013 (Continued)









Table 2.2 Glenfield Road Summary Crash Report 2008 – 2013



Ph 02 9449 5161 Mob 0427 995160

[email protected]

ACN: 150 259 493




June 2015

Appendix D Sub-Regional Projects


GWS Rezoning Proposal TIA Appendix D Sub-Regional Projects June 2015


Introduction

So as to appropriately assess the potential impacts of the Proposal on the local road network, forecast flows for a year 2024

have been prepared which account for traffic increases through that network, as well a potential changes arising from the

upgrade of network infrastructure. These projects are detailed in the following sections: -

Section 1 The Glenfield Road Urban Release Area

Section 2 The Campbelltown Road Upgrade

Section 3 Average Annual Traffic Flow Increases

Section 4 The Glenfield Link Road

Section 5 The GWS State Significant Development

Section 6 The Moorebank Avenue Intermodal



1 Glenfield Road Urban Release Area

1.1 Location & Stage of Development

The Glenfield Road Urban Release Area (GRURA) is bordered by Glenfield Road, Old Glenfield Road, Campbelltown Road

and Hurlstone Agricultural High School, and upon completion is estimated to provide a total of approximately 1,100

residential dwellings including stand-alone dwellings (980) and townhouses (120).

Based on our discussions with Mirvac (who are developing the majority of the GRURA) and with CC Council, it is estimated

that more than two-thirds of the GRURA is currently (August 2014) occupied – CC Council estimates only a further 220

dwellings to be completed, i.e. that some 880 dwellings are completed and occupied. Based on the building schedule

provided in the CC Council Section 94 Development Contributions Plan - Glenfield Road Urban Release Area all of the

GRURA would be fully constructed and occupied within the next few years.

1.2 GRURA Trip Characteristics

1.2.1 GRURA Trip Generation

Pairing the GRURA occupancy estimates above with the surveyed trip generation at the GRURA access intersections at

Glenfield Road & Brampton Avenue & Old Glenfield Road, and at Glenfield Road & Atlantic Boulevard, suggests a current

trip generation per dwelling significantly lower that standard, such that GRURA dwellings are on average generating less

than 0.5 trips per dwelling in the peak periods. No detailed traffic studies relating to the GRURA have become available

for review such as might justify this low generation rate

It is difficult to justify the application of these surveyed generation rates to a completed GRURA. If the GRURA was directly

adjacent to Glenfield Station, or to high frequency bus services; or to immediately available employment and service

centres, then perhaps a reduced generation might be appropriate. However, this is not the case at the GRURA, and as such

the potential for future higher rates must be accounted for.

With reference to more “standard” generation rates (RTA Guide to Traffic Generation Developments) it is estimated that: -

Houses would generate 0.85vph in the AM and PM

Townhouses would generate 0.65vph in the AM and PM

A small percentage of trips would be internal, but the majority external to the GRURA

Based on these factors, it is estimated that the GRURA would generate some 820vph in the AM and PM external to the

GRURA, i.e. to the local road network and specifically to Glenfield Road.



1.2.2 GRURA Trip Distribution

While not providing a detailed assessment of the GRURA trip generation, the 2010 Glenfield Road Assessment of

Intersection Requirements report (GR AIR) prepared by Transport & Urban Planning provides a forecast of GRURA trip

distribution. While not connected to the main estate at this time, the GR AIR estimates that once Atlantic Boulevard is

linked internally, 50% of GRURA trips will utilise the intersection of Glenfield Road & Atlantic Boulevard for primary access

to Glenfield Road, with a majority of those trips being to/from the east. The broader distribution profile for the GRURA

provided in the GR AIR can be summarised as follows: -

50% of trips via the intersection of Glenfield Road & Brampton Avenue & Old Glenfield Road, of which: -

o 75% to/from the west

o 25% to/from the east

50% of trips via the intersection of Glenfield Road & Atlantic Boulevard, of which: -

o 25% to/from the west

o 75% to/from the east

While the GR AIR provides what might be considered a worst case assessment in regard to the trip assignment to Atlantic

Boulevard, it is the case that this distribution profile does not consider the location of GRURA dwellings in Old Glenfield

Road. As such, while the external origin and destination profile remains valid, the intersection of Glenfield Road &

Brampton Avenue & Old Glenfield Road is estimated to generate approximately 55% of all trips (with approximately 10%

generated to/from Old Glenfield Road) and the remaining trips would be generated to/from Atlantic Boulevard.

Away from the GRURA access intersections, trips have been distributed proportionally with reference to existing surveyed

approach distribution. It is estimated that 25% of trips would be inbound in the AM, and 75% of trips inbound in the PM.

1.3 GRURA Forecast Flows

With reference to the trip generation and distribution characteristics of a completed GRURA as outlined above, the resulting

GRURA trips to the local road network which will form part of “Base” 2024 traffic flows are shown in the figures below. It

is noted that these flows represent the total generation of the GRURA, and would not therefore be additional to the existing

GRURA flows generated by occupied sections of the estate.



Figure 1.3.1 AM GRURA Trips

25

134

87

29

29

276 10 10

23 70

31 70 23

15 Light Vehicles 209

70

Heavy Vehicles 25

10

134 98

Glenfield Rd 98 10 98 10

76

67

102

307

Mo

ore

ban

k A

ve

SW Rail Project

GW

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oad

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Heavy V

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GWS Road 2

GWS

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Figure 1.3.1 PM GRURA Trips

61

35

268

10

10

82 29 29

70 23

20 209 70


23

Heavy Vehicles 61

98

35 10

Glenfield Rd 10 98 10 98

58

148

307

102

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Old

Gu

ild

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GWS Road 2

GWS

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SW Rail Project

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1



2 Campbelltown Road Upgrade

2.1 Project Documents

The RMS is currently finalising proposals for the upgrade of Campbelltown Road between Casula and Denham Court (the

Upgrade); much of the Upgrade is in response to the development of Urban Activation Precincts (UAPs) along

Campbelltown Road (south of Glenfield Road) as well as existing traffic demands. Based on our discussions with the RMS

Campbelltown Road Upgrade Project Team, the southern sections of the upgrade would be completed first, with the

upgrade of the intersection of Glenfield Road likely to be one of the later upgrades (but prior to 2024).

The 2013 Campbelltown Road Upgrade Review of Environmental Factors: Traffic and Transport Modelling Assessment (CR

TTMA) prepared by AECOM, and supplementary Campbelltown Road REF Supplementary Traffic Assessment (CR REF STA)

outline the traffic analysis undertaken to determine the scope of required upgrades to Campbelltown Road. The outcomes

of these traffic assessments are examined in sections below so as to provide an appropriate forecast of Base 2024 flows at

the intersection – and specifically of through movements in Campbelltown Road.

2.2 Campbelltown Road Flow Forecasts

Recent (2011 and 2013) traffic surveys conducted by ARC at the intersection of Campbelltown Road & Glenfield Road

indicate AM northbound through flows in Campbelltown Road significantly lower than those identified as Base 2011 flows

in the CR REF STA and southbound flows in the PM much higher than the Base 2011 flows in the CR REF STA. A comparison

of these flows is provided below.

Table 2.1 Campbelltown Road south of Glenfield Road Traffic Counts

AM PM AM PM AM PM

2011 Survey (CR REF) 1351 570 611 1410 1962 1980

2011 Survey (CR REF STA) 1422 600 643 1484 2065 2084

2011 ADT (TCS Instruments) 801 378 924 1844 1725 2222

2013 Survey (Skyhigh) 899 455 884 1769 1783 2224

Campbelltown Road south of

Glenfield Road

Northbound Southbound TOTAL

The CR REF STA then forecasts significant growth increases in Campbelltown Road 2026, with the total future flow forecasts

through the intersection with Glenfield Road summarised below: -



1,826vph northbound in the AM 2026

1,133vph southbound in the AM 2026

749vph northbound in the PM 2026

2,703vph southbound in the PM 2026

Based on the differences between the CR REF STA Base 2011 flows and the recent surveyed flows as per Table 2.1, the

potential exists that the forecast AM northbound flow is overstated by some 500vph; and the PM southbound flow is

understated by some 400vph.

2.3 Glenfield Road Flow Forecasts

The CR TTMA reports that some of the traffic flows to and from Glenfield Road – and particularly to and from the South -

will be lower in 2026 than the 2011 flows. The scope of these reductions differs between the CR TTMA and the subsequent

CR REF STA, but some examples include: -

Glenfield Road left to Campbelltown Road flow reduced from 74vph in 2011 to 44vph in 2026 in the AM; and from

146vph in 2011 to 63vph in 2026 in the PM

Glenfield Road right to Campbelltown Road flow reduced from 559vph in 2011 to 514vph in 2026 in the PM

Campbelltown Road left to Glenfield Road flow reduced from 656vph in 2011 to 614vph in 2026 in the AM

To date ARC has not been able to determine the reason for these lower flows. If it were the case that the CR REF STA

analysis included the potential Link Road from Glenfield Road at the railway to Campbelltown Road (see Section 4 below)

then [somewhat] similar flow reductions might occur, but the RMS has stated that a new eastern approach to the

intersection of Campbelltown Road & Beech Road identified in the CR REF STA does not represent the Link Road. Rather,

it represents an additional trip generator [on the Hurlstone Agricultural College site). Certainly the new approach (which

generates some 1,000vph in the AM and PM in 2026) does not have the expected characteristics of the Link Road, with

primary flows being through flows across Campbelltown Road between the new approach and Beech Road.

Of equal important is the surveys commissioned as part of this TIA indicate turning flows from Glenfield Road – and

particularly to the north – are already higher than the 2026 estimates in the CR REF STA, and thence significantly higher

further to consideration of the additional GRURA trip generation as detailed in Section 1 above.

As stated, ARC has discussed these issues with the Upgrade Project Team; the RMS has acknowledged these potential

issues, but have stated the upgrade of the Campbelltown Road & Glenfield Road intersection will occur in the later stages

of the Upgrade, and only further to additional (updated) assessment of Upgrade requirements prior to a final Upgrade

determination.



2.4 2024 Forecast Flows

Notwithstanding the issues raised above, ARC has adopted the following forecast method: -

Forecast future through movements in Campbelltown Road with reference to the CR REF STA 2026 volumes; given the

progress of development at many of the residential estates south of Glenfield Road, these [2026] increases have the

potential to be largely evident by the forecast year 2024 used in this TIA.

Forecast future turning movement to/from Glenfield Road with reference to the analysis provided in this TIA, and

specifically including existing (2013 surveyed) traffic; GRURA traffic flows; and [minor] average annual increases (see

Section 3). As discussed, these turning movements are significantly higher than those reported in 2026 in the CR REF

STA.

As such, the additional flows used to provide a Base 2024 flow forecast are restricted to the additional through movements

in Campbelltown Road at the intersection with Glenfield Road. These additional flows are assigned below, with heavy

vehicle numbers based on the heavy vehicle percentages specified in the CR REF STA.

Figure 2.4 Campbelltown Road Flows 2024

57

184

1076

2519

1779

Light Vehicles 727

Light Vehicles

47 Heavy Vehicles 22 Heavy Vehicles

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Campbelltown Road Flows

2024 AM

Campbelltown Road Flows

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3 Average Annual Traffic Growth

A review of available traffic data for the sub-region has been undertaken, including available traffic and transport reports

relating to sub-regional development proposals and road proposals; and RMS Average Annual Daily Traffic (AADT) and

Average Daily Traffic (ADT) data.

A summary of available AADT and ADT traffic flows in the local network is provided in Table 3.

Table 3 AADT and ADT Data

Note 1 Sydney Intermodal Terminal Alliance Transport and Accessibility Impact Assessment, Hyder 2013

Note 2 December 2013 ATC Survey (Appendix A)

This data suggests that the traffic flows in Glenfield Road and Cambridge Road are essentially stagnant, and while there is

certainly potential for targeted growth further to local developments (as detailed in this Appendix) those developments

will in and of themselves constitute the overwhelming majority of “annual growth”. As such, a rate of 0.5% per annum has

been applied to background growth through the local network, i.e. the 2013/2014 surveyed flows have been factored by

0.5% per year over 10 years.



4 Glenfield Link Road

4.1 The Link Road

Further to Section 2.3 above, CC Council has examined the potential for a new sub-regional road which would reduce the

existing (and future) traffic demands in Glenfield Road (and at the intersection of Campbelltown Road). Based on our

discussions with CC Council and a review of available information, the link would potentially extend from the existing

Glenfield Road Bridge at the railway, across the Hurlstone Agricultural College to a new link at Campbelltown Road, likely

(based on the alignment of the link) to an intersection with Beech Road. The link is described in the GR AIR referenced in

Section 2, and is shown in Figure 4.1 below. As discussed, this appears to be a similar approach to that modelled in the

CR REF STA, but again the RMS have indicated that the new approach is not the Link Road.

Figure 4.1 Potential Link Road Alignment

Source: GR AIR

The GR AIR further provides the following in regard to the Link Road: -

Discussions with Campbelltown City Council’s Manager of Technical Services confirms that there is a Council

proposal for the construction of a future link road between Glenfield Road and Campbelltown Road. The road would

be south of the proposed subdivision [the GRURA] and located on Department of Education land and link to

Campbelltown Road at Beech Road at its western end and to Glenfield Road south of the bridge over the rail line, at

its eastern end…



The new link road would become the main road and the existing section of Glenfield Road north of the link road

would be downgraded. Future traffic volumes using Glenfield Road will decrease substantially following the

construction of the new link road…

The timing of the new link road is not finalised, although it is understood that the road may be provided around

2021, depending on authority agreements.

4.2 Link Road Current Status

Further to our discussions with CC Council, the Link Road remains a priority for CC Council, particularly with reference to

the potential generation of the Moorebank Avenue Intermodal to and from the south and south west, a point raised in CC

Council submissions in regard to the Intermodal project (see Section 6 below). Council has also notified ARC that they are

currently in discussions with the [potential] future operators of the Intermodal in regard to the Link Road.

Significantly however, an addendum to the CR TTMA does include a new eastern approach to the Campbelltown Road &

Beech Road intersection – i.e. to where the Link Road is envisaged to meet Campbelltown Road - but information provided

by the Upgrade Project Team has specifically stated that this is not representative of the Link Road, but rather a new access

for the Hurlstone Agricultural College (HAC) as stated in RMS Campbelltown Upgrade Supplementary Land Use and Socio-

Economic Impact Assessment (Appendix E of the Upgrade documentation available on the RMS website): -

There is currently no access to the school from Campbelltown Road. The proposal would create a southern approach

to the Beech Road intersection, which would facilitate improved access to Roy Watts Road in the future, thereby

improving accessibility of the Hurlstone Agricultural High School.

This new access road has the potential to significantly reduce trips to the HAC via the roundabout off Glenfield Road, and

trips to and from Glenfield Road east of Campbelltown Road, but the Upgrade documentation does not provide any sub-

regional modelling in regard to such reductions.

The greatest potential for ‘a’ Link Road to be developed would arise from future assessments of the Intermodal which

identify a trip demand to the south and south west via the local road network. In turn, it is likely that the Link Road might

itself be connected to an upgraded Cambridge Avenue, and again in turn to a new bridge to replace the Cambridge Avenue

Causeway.

However, given the current state of planning for the Glenfield and Moorebank areas – and specifically with reference to the

traffic assessments of the Intermodal indicating [essentially] little trip generation through Glenfield – the potential for the

Link Road to be constructed in the next 10 years remains remote, and moreover a connection to Beech Avenue as previously

proposed appears unlikely.

As such, this TIA has not further considered the potential [benefits] of the Link Road.



5 GWS State Significant Development

5.1 The SSD Proposal

Concurrent to the Proposal, GWS proposes a State Significant Development (SSD) Recycling Facility on land within the

southern portion of the GWS Site (the SSD Proposal). Recycling materials will be primarily sourced from commercial and

industrial, and construction and demolition waste. The Facility will be constructed across approximately 5ha of the 28

hectares of rezone land examined in this TIA, and employee up to 20 people.

The Facility would provide capacity for the recycling of up to 450,000tpa, including: -

Up to 250,000tpa of general recyclable materials

Up to 200,000tpa of sandstone from major projects

With regard to sandstone recycling, the potential capacity of these operations would be driven by major projects i.e. if

there were no major projects then there would be no sandstone delivered to or (once recycled) taken from the Site.

ARC has prepared a detailed TIA of the SSD Proposal on behalf of GWS (the SSD TIA), a summary of which is provided

below.

5.2 Access

All inbound access (to the existing landfill operations and proposed Facility in the northern and southern portions of the

Site respectively) will be via the existing intersection of GWS Road 1 & Cambridge Avenue.

Once on-site, vehicles travelling to and from the landfill operations will utilise the existing weighbridge north of Cambridge

Avenue, then existing internal access roads through the Site to the northern portion of the Site. These vehicles would then

return via the same internal access roads, again utilise the weighbridge and depart the Site via the intersection of GWS

Road 1 & Cambridge Avenue.

Once on-site, vehicles travelling to the Facility will turn west before the existing weighbridge, and then utilise new

weighbridge facilities before proceeding through the Facility to the appropriate materials recovery area. Once unloaded

(or loaded) vehicles would depart the Site via the existing GWS access intersection of GWS Road 2 & Railway Parade. It is

expected that almost all of these departing vehicles would then turn left back to the roundabout intersection of Cambridge

Avenue & Canterbury Road & Glenfield Road & Railway Parade.




Further to consideration of the vehicle characteristics (and specifically material carrying capacity) for the different recycling

streams provided for by the Facility, it is estimated that the [existing] landfill and [proposed] recycling operations could at

capacity generate some 600vpd. Approximately 70% of vehicles would be heavy vehicles.

5.4 Trip Distribution

The SSD Proposal vehicle trips have been assigned across the day – and specifically to the peak hours - with reference to

a 6 month sample of weighbridge data. With regard to directional distribution, there is no information to suggest that the

existing surveyed distribution profile of the GWS operations would be significantly altered by the SSD Proposal, with trips

generally split between the east and west.

5.5 SSD Proposal Forecast Flows

With reference to the traffic flow forecasts, arrival profiles and directional distribution, the distribution of future SSD flows

to the local road network is shown in the figures below. It should be noted that these flows would replace existing flows

to and from GWS, not be additional to existing flows.



Figure 5.5.1 AM SSD Proposal Trips

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Figure 5.5.1 PM SSD Proposal Trips

10 1

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6 0

1 0 8 1

2 0

0 Light Vehicles 1 0 1 0 0 1

0 Heavy Vehicles 5 2 4 4 2 0

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6 Moorebank Avenue Intermodal

6.1 The Intermodal Proposal

Two Intermodal facilities have been proposed on Department of Defence and privately owned land in Moorebank, and

specifically accessing Moorebank Avenue south of Anzac Road. The Moorebank Intermodal Terminal Facility to the east of

Moorebank Avenue has been proposed by the Sydney Intermodal Terminal Alliance (SIMTA Intermodal), while the

Commonwealth Government has long held plans to develop the Moorebank Intermodal Terminal (currently under the

guidance of the Moorebank Intermodal Company – MIC Intermodal) to the west of Moorebank Avenue.

More recently (May 2014) it has been proposed that the Intermodal projects be combined. While this will require future

confirmation, it is nonetheless the case that the basic traffic and transport impacts of the Intermodal developed as either a

single or separate venture are unlikely to be significantly different - the Intermodal will regardless generate all vehicle

trips to Moorebank Avenue, and from there either to the north or south.

6.2 Intermodal Capacity

Original estimates of the capacity of the Intermodal were for the distribution of some 2.7 million Twenty Foot Equivalent

Units (TEUs) per year (1M TEUs at the SIMTA Intermodal, 1.7M TEUs at the MIC Intermodal); however, based on the QUBE

and MIC media releases of 22nd May 2014, it appears that a more appropriate estimate of capacity would be for a total of

some 1.7M TEUs per year through the Intermodal.

6.3 Intermodal Distribution Routes

Sections below examine the potential for the Intermodal to generate vehicle trips to the Local Route through Glenfield,

and specifically along Cambridge Avenue and Glenfield Road between Moorebank Avenue and Campbelltown Road

respectively. The potential distribution of Intermodal trips to the Local Route has been discussed at length with CC Council,

LC Council, TNSW, and the RMS.

6.3.1 SIMTA TIA Trip Distribution – Weight Restrictions

The 2013 SIMTA Transport and Accessibility Impact Assessment (SIMTA TIA) states that only a very small number of trips

will be generated to Cambridge Avenue due to weight limit restrictions: -

The Cambridge Avenue south to the SIMTA site has weight limitations which would inhibit the use of this road for

heavy trucks. Hyder’s traffic assessment considered that it may be possible for this road to be used by small

distribution vehicles and employee cars only.



Reference to the 2010 RMS Heavy Vehicle Mass Limits fact sheet - and further to discussions with the RMS and numerous

freight (container transport) companies - confirms that articulated vehicles up to 42.5tonnes in weight and length of up to

19m can use the Local Route at any time of the day. The majority of freight companies stipulate the maximum weight of

[container] cargo precisely so that container carrying articulated vehicles fall into the RMS vehicle category of General

Access Vehicles (GAVs) which are able to use any road that is not specifically weight limited. Cambridge Avenue and

Glenfield Road have no such weight limits.

It is the case that Cambridge Avenue west of GWS Road 1 provides a Restricted Access Vehicle (RAV) route, specifically

allowing for overweight and/or oversized vehicles to travel to and from the GWS Site. RAVs are therefore not able to use

Cambridge Avenue between GWS Road 1 and Moorebank Avenue, but all other vehicles can use this section of road.

This issue was also raised in submissions in regard to the SIMTA TIA by both CC Council and LC Council; the December

2013 SIMTA Submissions Report provides the following response: -

It is also noted that Cambridge Avenue is currently subject to restrictions under the Roads Transport (Mass Loading

and Access) Regulation 2005 and the Road Transport (Vehicle Registration) Regulation 2007, which prevents

restricted access vehicles (RAVs) from using roads outside of the routes identified on RMS RAV maps. Trucks accessing

the SIMTA site would be bound to follow this legislation, preventing ‘rat running’ and restricting them from using

roads that have not been prescribed as heavy vehicle access routes. As only sections of Cambridge Avenue currently

allow for ‘Restricted Access Vehicles’ and timing restrictions are applicable for its use, its feasibility and practicality

as an access route, even for rigid trucks is limited.

2013/2014 traffic surveys indicate than some 800 heavy vehicles currently use Cambridge Avenue on an average weekday,

specifically including articulated vehicles (many of which visit the Site having arrived from the east). The SIMTA TIA

identifies RAVs as comprising 30% of all articulated vehicle trips; while these vehicles could not use the Local Route, the

majority of articulated vehicles, all rigid trucks and all staff vehicles could use the Local Route.

Given that the SIMTA TIA includes sub-regional traffic modelling - and further to the trip distribution analysis below

indicating potential trips being generated to the Local Route - it may be the case that the Intermodal trip generation to

the Local Route has been specifically restricted as part of modelling analysis, potentially based on the weight restriction

issue outlined above.

6.3.2 Moorebank Avenue Future Capacity Constraints

Looking more holistically at the issue of Intermodal trip distribution, discussions with LC Council indicate that LC Council

has [recently] requested that the traffic assessment for the MIC Intermodal specifically include an assessment of “the” or

“a” southern route, i.e. Intermodal trip distribution to the Local Route. This is seen as essential as the key intersections

along the Regional Route (and specifically Moorebank Avenue to the M5 Interchange and Hume Highway/Motorway) are

reported in the SIMTA TIA as being at (and indeed significantly over) capacity further to the 1M TEU Intermodal alone.



For example, for PM trips to the south and south-west (i.e. trips for which the Local Route provides an alternative) the

SIMTA TIA reports an average delay of 120 seconds to travel north through the intersection of Anzac Road, and then an

average delay of 283 seconds to access the westbound slip lane from Moorebank Avenue to the M5 as shown in Table

6.3.2.1 below.

Table 6.3.2.1 SIMTA TIA 2031 Reported Delays No Network Upgrades

Source: SIMTA TIA (Table 6.5)

Further to the suite of upgrade recommendations provided in the SIMTA TIA – principally at the Moorebank Avenue & M5

Interchange, and in Moorebank Avenue - the SIMTA TIA reports the following delays: -

Table 6.3.2.2 SIMTA TIA 2031 Reported Delays All Network Upgrades

Source: SIMTA TIA (Table 8.2)

While the SIMTA TIA does not provide individual movement delays for the network upgrade forecast scenario reported in

Table 6.3.2.2 above, at the M5 Interchange the upgrades provide only 2 seconds average delay improvement; the potential

exists that the high delays to key movements remain even further to the upgrade.



The SIMTA TIA also reports significant delays at the intersections along the Hume Highway south from the M5 but no

intersection upgrades are proposed for these. Average delays at the intersection of Hume Highway & Kurrajong Road in

the AM for example are reported at 294 seconds, and 220 seconds at the intersection of Hume Highway & De Meyrick

Avenue. Primary delays at these intersections would be to the minor approaches, but even through movements would

likely have significant delays based on such averages.

Perhaps most significantly, the SIMTA TIA results are based only on the trip generation of a 1M TEU Intermodal. The

capacity 1.7M TEU Intermodal would theoretically provide some 70% additional capacity; while there may be some

efficiencies (in regard to traffic and transport) arising from a joint venture, it is likely that even the full suite of network

upgrades proposed in the SIMTA TIA would be unable to accommodate the trip generation of a 1.7M TEU Intermodal along

the Regional Route without reporting delays the equal to or higher than reported for pre-upgrade conditions.

As such, it is almost inevitable that traffic capacity will need to be found elsewhere to alleviate delays along Moorebank

Avenue north from the Intermodal (and hence the nexus between the Intermodal and the bridge to replace the Causeway

by successive State Governments - see Section 2.5 of the TIA); a route to the south – where more than 50% of heavy vehicle

trips and almost 40% of staff vehicle trips have their origin/destination – appears inevitable.

6.4 Distribution Routes

6.4.1 Intermodal to/from the “South”

The SIMTA TIA limits the 1M TEU Intermodal trip generation to “The South” to 5% of rigid trips and 5% of staff trips. While

the SIMTA TIA does not provide any further information in regard to these trips (i.e. after they leave Moorebank Avenue to

– necessarily – Cambridge Avenue) these trips have likely been assessed as travelling to/from Canterbury Road and then

south towards Campbelltown).

6.4.2 Intermodal to/from Campbelltown Road

The SIMTA TIA assigns 13% of both articulated and car trips, and 10% of rigid trips, to the Hume Highway south of the M5

Motorway. In response to CC Council identifying in their submission the high percentage of trips to be generated by the

1M TEU Intermodal to the south and south-west, the SIMTA Submissions Report states: -

As identified in the Freight Demand Modelling report, the freight catchment that is serviced by the SIMTA proposal

is located largely to the north and west of the SIMTA site. The Macarthur Intermodal Shipping Terminal services the

freight catchment that the Campbelltown LGA is located within.

This statement would seem contradictory to the distribution profile identified in the SIMTA TIA, with the majority of heavy

vehicle trips generated by the 1M TEU Intermodal in fact travelling to/from the south and south-west. In addition, the

SIMTA Submissions Report provides the following: -



It is also noted that the trip to access the Hume Highway, heading north-west from the SIMTA site, via Cambridge

Avenue and Glenfield Road is a distance of approximately 11 km, while the trip via the Hume Highway via Moorebank

Avenue and the M5 Motorway is approximately 3 km. There would be no incentive for vehicles to take the longer

route.

This response does not address the issue raised – the potential for Intermodal vehicles to use the Local Route to travel to

the Hume Highway south of the M5.

Following the Hume Highway south from the M5, the only origins/destinations are Campbelltown Road and Camden Valley.

Trips to/from Camden Valley Way would represent only a very minor percentage of demand (if any), while Campbelltown

Road and its access to significant industrial precincts and residential suburbs is the only apparent origin/destination for

these trips, and necessarily a point in Campbelltown Road south of Glenfield Road (as there is no demand generator

between Hume Highway/Camden Valley Way and Glenfield Road).

There is significant evidence to suggest that these Intermodal trips would use the Local Route rather than the Regional

Route.

Base travel time summaries have been prepared for the available routes between Campbelltown Road (south of Glenfield

Road) and the Intermodal (centred on the signalised Defence National Storage Distribution Centre intersection with

Moorebank Avenue) using the Google Maps Get Directions tool. While acknowledging from the outset that this tool is not

infallible, it provides a more than valid tool by which to provide a preliminary assessment of the available routes, as shown

in the figures below.

Figure 6.4.2.1 Trip Times Intermodal to Campbelltown Road

Source: Google Maps



Figure 6.4.2.2 Trip Times Campbelltown Road to Intermodal

Source: Google Maps

As shown in the figures above, there is little difference in the base travel times between the Intermodal and Campbelltown

Road south of Glenfield Road via the Regional Route or the Local Route.

6.4.3 Intermodal to/from Hume Motorway

The SIMTA TIA assigns 41% of articulated trips, 35% of rigid trips and 18% of car trips to the Hume Highway south of the

M5 Motorway. Again, there is evidence to suggest that these trips would use the Local Route, and specifically for the

outbound trip (Intermodal to Hume Motorway) given the availability of the Campbelltown Road on-ramp to the Hume

Motorway south of Glenfield Road.

The routes from the Intermodal to the Hume Motorway; and from the Hume Motorway to the Intermodal, are shown below.

Figure 6.4.3.1 Intermodal to Hume Motorway

Source: Google Maps



Figure 6.4.3.2 Hume Motorway to Intermodal

Source: Google Maps

For arrival trips (Hume Motorway to Intermodal) the Regional Route is significantly faster than the Local Route, while for

the departure trip (Intermodal to Hume Motorway) the difference is again minor between the Regional Route and the Local

Route.

6.5 Future Travel Times

In determining the likelihood for trips to move from the SIMTA TIA identified Regional Route to the Local Route, it is

necessary to consider base travel times (as estimated in Section 6.4 above) and then also examine future delays along

each route as those delays will be the primary driver of route change.

In this regard, the assessment below is based on the following: -

The SIMTA TIA identified delays to key through and turning movements at the intersections along the Regional Route

in 2031

Delays to key through and turning movements at the intersections along the Local Route, based on SIDRA modelling

of the forecast 2024 traffic flows provided in this TIA plus the peak trip generation of a 1M TEU Intermodal to the

routes identified above, i.e. to and from Campbelltown Road south of Glenfield Road.

Delays to key through and turning movements at the intersection of Campbelltown Road & Glenfield Road, and

Campbelltown Road & Beech Road, based on SIDRA modelling of the forecast 2036 traffic flows provided in the CR

REF STA and the peak trip generation of a 1M TEU Intermodal to the routes identified above, i.e. to and from

Campbelltown Road south of Glenfield Road.



From the outset, it is acknowledged that the movement delays reported further to this analysis method along the Local

Route, even with all known development including the 1M TEU Intermodal, still at their base represent a forecast year 2024.

However: -

The potential for any significant additional growth along the Local Route other than that generated by targeted

developments such as those included in the assessment is minimal. Reference to the AADT and ADT data in Section

3 above shows little growth along the route over the past 10 years, and there is no indication that average annual

growth would in the future increase from existing levels. Other than at the intersection of Campbelltown Road &

Glenfield Road (which is modelled based on 2036 flows) there is no information to suggest that 2031 flows along the

Local Route would be significant different from those forecast for 2024.

Moreover, the analysis provided below is designed to show the potential for Intermodal trips to use the Local Route.

While it is outside of the scope of this TIA to prepare detailed sub-regional modelling to examine the unrestricted

distribution of the Intermodal to/from key south and south-west locations, it is nonetheless important to examine the

potential for such to be greater than the 5% of staff and rigid trips assigned in the SIMTA TIA, particularly given the

assignment of more than 50% of heavy vehicle trips and almost 40% of staff trips to the south and south-west.

6.5.1 Intersection Delay Analysis

With reference to the SIMTA TIA, CR REF STA and the SIDRA analysis provided in Appendix B of this TIA, it is possible to

identify the delay increases for specific turning/through movements for “a” forecast year comparable with the SIMTA TIA

forecast year 2031. These delays (in seconds) are summarised below; for reference: -

BLACK delays are taken from the SIMTA TIA for the year 2031 without upgrades

RED delays are also derived from the SIMTA TIA for the year 2031 without upgrades but represent only Average Delays

for the whole intersection (as available)

BLUE delays are taken from Appendix B of this TIA and represent 2024 Local Route delays further to the introduction

of trips from known projects and a 1M TEU Intermodal

PURPLE figures are based on SIDRA modelling of the 2036 flows provided in the CR REF STA with the addition of a

1M TEU Intermodal trips.

Again, the delays along the Local Route include the peak potential trip generation of a 1M TEU Intermodal to/from

Campbelltown Road south of Glenfield Road; and to the Hume Motorway via the Campbelltown Road on-ramp south of

Beech Road. These peak flows are examined in Section 6.6 below.



Table 6.5.1.1 Future Intersection Movement Delays

Source: SIMTA TIA and CR REF STA and ARC

The high AM average intersection delay at Hume Highway & Kurrajong Road and Hume Highway & De Meyrick Avenue

would not appropriately represent the additional delay to through movements in the Hume Highway, which would be

prioritised. With reference to reported delays at surrounding intersections, it is estimated that there is the potential for the

through movement delays at these intersections to average 40 seconds (northbound and southbound) in the AM, and

average 20 seconds (northbound and southbound) in the PM.

ARC notes that the CR TTMA does not provide any flows or analysis in regard to the intersection of Hume Highway &

Camden Valley Way & Campbelltown Road by which to better inform this analysis. As such, the key movements – Hume

Highway to Campbelltown Road, and Campbelltown Road to Hume Highway, have been assigned delays of 40 seconds in

both the AM and PM.

6.5.2 Total Trip Route Times

Looking at the trip route options for the southern and south-western origins/destinations identified in Section 6.4, and

including the base travel times (Section 6.4) and movement delays (Section 6.5) provides a basic summary of estimated

total future travel times between the Intermodal and the south and south-west.

Key Movement AM Delay (s) PM Delay (s)

Moorebank & Anzac Northbound 44 120

Moorebank & Anzac Southbound 102 32

M5 & Moorebank South to West 65 283

M5 & Moorebank West to South 40 36

M5 & Hume South to East 163 172

M5 & Hume East to South 50 86

Hume & CVW Average 80 69

Hume & Kurrajong Average 294 77

Hume & De Meyrick 220 22

Campbelltown & Glenfield North to South 20 17

Campbelltown & Glenfield South to North 47 7

Campbelltown & Glenfield East to South 12 46

Campbelltown & Glenfield South to East 64 94

Glenfield & Brampton East to West 25 26

Glenfield & Brampton West to East 22 24

Glenfield & Hurlstone East to West 6 9

Glenfield & Hurlstone West to East 10 14

Cambridge & Glenfield East to West 5 7

Cambridge & Glenfield West to East 26 7

Moorebank & Cambridge North to West 6 39

Moorebank & Cambridge West to North 27 6

Campbelltown & Beech South to North 34 35

Campbelltown & Beech North to South 41 51



Table 6.5.2.1 AM Travel Times

Table 6.5.2.2 PM Travel Times

6.5.3 Trip Time Summary

With reference to the tables above: -

Intermodal to/from Campbelltown Road

In both peaks, the Local Route between the Intermodal and Campbelltown Road (and vice versa) is potentially faster

than the Regional Route, a result of the increased delays forecast along the Hume Highway north of Camden Valley

Way; at the M5 & Moorebank Avenue Interchange; and southbound in Moorebank Avenue through Anzac Road.

Moreover, for most drivers arriving from or departing to Campbelltown Road south of Glenfield Road, the Local Route

would be a more legible route.

Intermodal to Hume Motorway

In the PM, the Local Route between the Intermodal and the Hume Motorway (via the Campbelltown on-ramp) is

potentially faster than the Regional Route. While the base times for both routes are similarly, the key difference is the

SIMTA TIA identified delays to northbound trips in Moorebank Avenue through Anzac Road; and to westbound trips

from Moorebank Avenue to the M5.

Even without consideration of the additional delays at the key northern intersections in Moorebank Avenue further to the

1.7M TEU Intermodal, the analysis above indicates that travel times along the Local Route will potentially be as fast if not

faster than the travel times along the Regional Route for the following trips: -

Intermodal to/from Campbelltown Road in the AM and PM

Intermodal to Hume Motorway in the PM

Origin AM Destination AM Route Distance Time Time + TrafficDelay along

RouteFuture Time

Future Time +

Traffic

Local Route 6.8 8 8 55 8.9 8.9

Regional Route 6.3 7 8 299 12.0 13.0

Local Route 6.8 8 8 149 10.5 10.5

Regional Route 6.5 7 9 472 14.9 16.9

Local Route 8.6 9 9 96 10.6 10.6

Regional Route 8.8 7 8 109 8.8 9.8

IntermodalCampbelltown Road south of

Glenfield Road


Glenfield RoadIntermodal

IntermodalHume Motorway south of

Campbelltown Road

Origin PM Destination PM Route Distance Time Time + TrafficDelay along

Route1 Future Time

Future Time +

Traffic

Local Route 6.8 8 8 127 10.1 10.1

Regional Route 6.3 7 8 586 16.8 17.8

Local Route 6.8 8 8 144 10.4 10.4

Regional Route 6.5 7 9 327 12.4 14.4

Local Route 8.6 9 9 178 12.0 12.0

Regional Route 8.8 7 8 403 13.7 14.7

IntermodalCampbelltown Road south of

Glenfield Road


Glenfield RoadIntermodal

IntermodalHume Motorway south of

Campbelltown Road



6.6 Intermodal Trip Generation to the Local Route

The 1.7M TEU Intermodal trip potential to the Local Route further to the analysis provided above is detailed in the

rolling tables below, with figures in RED taken directly from the SIMTA TIA. The SIMTA Environmental Assessment states

staff numbers of up to 2,840 for the 1M TEU Intermodal, but the primary analysis below uses the base 2,258 staff estimated

used in the SIMTA TIA.

In all cases, the characteristics of the 1.7M TEU Intermodal have been assessed as being 70% higher than the 1M TEU

Intermodal described in the SIMTA TIA.

Table 6.6.1 1.7M TEU Intermodal Daily Trips

Table 6.6.2 1.7M TEU Intermodal Peak Hour Trips

Table 6.6.3 1.7M TEU Intermodal Local Route Accessible Trips (No Restricted Access Vehicles)

1.7M TEU Intermodal Daily Trips Articulated Rigid Cars Total Trips

Articulated 1M TEU 1603

Articulated 1.7M TEU 2725

Rigid 1M TEU 1035

Rigid 1.7M TEU 1760

Staff 1M TEU 2258

Staff 1.7M TEU 3839

Car Driver 80%

Vehicle trips per Day 2725 1760 6142 10626

1.7M TEU Intermodal Peak Trips Articulated Rigid Cars Total Trips

AM Peak % of Daily 7.70% 7.70% 19.15%

Vehicle Trips Per Hour 210 135 1176 1521

PM Peak % of Daily 9.30% 9.30% 17.44%


1.7M TEU Intermodal Local Route Accessible Trips

(No RAVs)Articulated Rigid Cars Total Trips

Daily Trips 70% 100% 100%

Vehicle trips per Day 1908 1760 6142 9809

AM Peak % of Daily 7.70% 7.70% 19.15%


PM Peak % of Daily 9.30% 9.30% 17.44%




Table 6.6.4 1.7M TEU Intermodal Arrival & Departure Profile

Table 6.6.5 1.7M TEU Intermodal SIMTA TIA Assigned Southern Trips

Table 6.6.6 1.7M TEU Intermodal to/from Campbelltown Road via Local Route Trip Potential

Table 6.6.7 1.7M TEU Intermodal to Hume Motorway via Local Route Trip Potential

1.7M TEU Intermodal Arrival & Departure Profile Articulated Rigid Cars All Vehicles

AM Arrival TIA % 50% 50% 90%

Vehicle trips per Hour 73 68 1059 1200

AM Departure TIA % 50% 50% 10%


PM Arrival TIA % 50% 50% 20%


PM Departure TIA % 50% 50% 80%


1.7M TEU Intermodal SIMTA TIA Assigned

Southern TripsArticulated Rigid Cars All Vehicles

Distribution to/from Southern Route 0% 5% 5%

AM Peak 0 7 59 66

Arrival vehicle trips 0 3 53 56

Departure vehicle trips 0 3 6 9

PM Peak 0 8 54 62



1.7M TEU Intermodal to/from Campbelltown

Road via Local Route Trip PotentialArticulated Rigid Cars All Vehicles

Distribution to Campbelltown Road 13% 10% 13%

AM Peak Total vehicle trips 19 14 153 186



PM Peak Total vehicle trips 23 16 139 179



1.7M TEU Intermodal to Hume Motorway via

Local Route Trip PotentialArticulated Rigid Cars Al Vehicles

Distribution to Hume Motorway 41% 35% 18%

AM Peak Total vehicle trips 60 47 212 319



PM Peak Total vehicle trips 73 57 193 323





Table 6.6.8 1.7M TEU Intermodal Total Trip Potential to/from Local Route (SIMTA TIA Staff)

Table 6.6.9 1.7M TEU Intermodal Total Trip Potential to/from Local Route (SIMTA EA Staff)

6.7 Intermodal Flow Forecasts

Based on the broader SIMTA TIA origins and destinations, and with the application of the potential trip generation via the

Local Route as detailed in Section 6.5, the potential 1.7M TEU Intermodal trips to key intersections along the Local Route

are shown in the figures below.

1.7M TEU Intermodal Total Trip Potential to/from

Local Route SIMTA TIA Staff EstimateArticulated Rigid Cars All Vehicles

AM Peak

Arrival 10 10 191 210

Departure 40 34 42 116

TOTAL 49 44 233 326

PM Peak

Arrival 12 12 39 62

Departure 48 41 308 397

TOTAL 59 53 347 460

1.7M TEU Intermodal Total Trip Potential to/from

Local Route SIMTA EA Staff EstimateArticulated Rigid Cars All Vehicles

AM Peak

Arrival 10 10 240 259

Departure 40 34 53 127

TOTAL 49 44 293 386

PM Peak

Arrival 12 12 48 72

Departure 48 41 388 477

TOTAL 59 53 436 549



Figure 6.7.1 AM Intermodal (1.7M TEU Intermodal SIMTA TIA Staff Estimate)

16 138 36 70

36 70

138

Light Vehicles 74


20 191

Glenfield Rd 16 138 36 70 20 191 42 74

6 370

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Figure 6.7.2 PM Intermodal (1.7M TEU Intermodal SIMTA TIA Staff Estimate)

20 28 266 85

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6.8 Intermodal Summary

6.8.1 Intermodal Local Route Impacts

As part of the delay time assessment detailed in Section 6.5, preliminary SIDRA analysis of the Local Route intersections

(2024 plus the 1M TEU Intermodal, SIMTA TIA Staff) reports that most intersections continue to perform at acceptable

Levels of Service, though many have little spare capacity, and 95%ile queue lengths in some instances increase significantly.

Additional sensitivity testing using the SIMTA EA staff estimate and a 1.7M TEU Intermodal suggests that all intersections

operate at a poor LoS with the exception of Cambridge Avenue & Canterbury Road & Glenfield Road & Railway Parade.

Under this scenario, flows on the Causeway would also exceed 2,300vph in the PM, with a westbound flow of over 1,800vph.

Notwithstanding, the distribution of Intermodal trips to Local Route could in turn reduce delays along the Regional Road,

particularly for key movements such as Moorebank Avenue south to M5 west. As such, there is likely to be some sort of

balance in the future between the routes, but such could only be determined with further sub-regional modelling.

Finally, and further to the above, it must be acknowledged that the distribution of the smaller number of 1M TEU

Intermodal trips as per the SIMTA TIA (5% of rigid and 5% of staff vehicles) has little if any impact on the Local

Route.

6.8.2 Intermodal Conclusions

The potential Intermodal trip generation and distribution detailed above has been prepared further to discussions with CC

Council, the RMS and TfNSW to provide an overview of sub-regional traffic generating development potential as

appropriate to this TIA. As per our discussions with TNSW, further detailed traffic assessments will be required prior to any

development commencing on the Intermodal, and specifically an assessment based on the full capacity of the Intermodal.

The outcomes of these future assessments cannot be determined at this time, and as such ARC has not provided a detailed

assessment of the impacts of these additional flows on the local road network concurrent to the Proposal, as the range of

potential Intermodal trips is simply too great to assign with appropriate certainty.